CN108725520B - Train operation control system suitable for low-density railway - Google Patents
Train operation control system suitable for low-density railway Download PDFInfo
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Abstract
The invention discloses a train operation control system suitable for low-density railways, which is based on a positioning technology of wireless communication and multi-source information fusion, realizes the transmission of information such as train positions, train speeds, line data, speed limit commands and the like between trains and the ground through the wireless communication of a plurality of bearing channels, finishes the positioning and integrity check by vehicle-mounted equipment, finishes the train occupancy check by the vehicle-mounted equipment and the ground equipment in a cooperative manner, and automatically calculates, moves, authorizes and drives the train by the autonomous calculation of the train, thereby realizing a set of train operation control system which is suitable for the low-density railways and has low cost, safety, reliability and high efficiency.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a train operation control system suitable for a low-density railway.
Background
The wide-area low-density railway network which is built in western China, remote areas and other areas and has the functions of national defense service and regional economy coordinated development presents the characteristics of normal low-strength, short-term high-strength, high-impact transportation energy requirements in special periods, poor accessibility of maintainers in alpine regions and the like, and a train operation control system which is safe and reliable, low in construction and maintenance cost and capable of meeting dynamic transportation requirements is needed.
At present, a China train operation control system (CTCS) is based on the actual operation condition of China railways, meets the technical specifications of different line transportation requirements in a grading mode, and improves the railway transportation efficiency on the premise of ensuring the traffic safety of China railways. The CTCS-2 and CTCS-3 train control system technologies suitable for the high-speed railway are in advanced ranks in the world, can ensure efficient and safe operation of trains, but have numerous system entity devices and high construction, operation and maintenance cost, and cannot meet the operation requirements of low-density railway on low cost and less maintenance. The CTCS-0 level system mainly used by the low-density ordinary-speed railway at present is a set of technical safety guarantee system formed by long-term development of railway signal specialties, and consists of general locomotive signals and a train operation monitoring and recording device (LKJ), but the safety level does not reach SIL4 level, and the CTCS-0 level system can only be applied to control vehicles in a fixed blocking mode at the speed of 160KM/H, has low operation efficiency, and cannot meet the increasing requirements of passenger and freight transportation quantity of the low-density railway.
The ITCS system of the American GE company applied to the Qinghai-Tibet line adopts the technologies of GPS positioning, GSM-R wireless communication, virtual automatic blocking and the like, has simple trackside equipment and is suitable for areas with difficult conditions, but has defects in the aspects of train positioning precision, system reliability and compatibility with China's CTCS train control system due to the system design aiming at the current transportation requirements, and is difficult to adapt to the increasing line traffic demand.
Train Control systems based on satellite navigation positioning and wireless communication technologies are represented by the Next Generation Train Control System (NGTC) specified by the european association of railway industries (UNIFE) and the PTC Train Control System specified by the united states Federal Railway Administration (FRA). Among them, in the european NGTC project, a train positioning technology based on satellite navigation, a wireless vehicle-ground communication technology based on IP, a mobile block technology supporting a shorter operation interval, automatic driving (ATO), and the like are important to research. The PTC system of the United states is a ground central control server, the vehicle-mounted has GPS satellite positioning function, the vehicle-mounted equipment sends the position information to the ground server, and the ground server calculates the movement authorization for the train. However, the train positioning of the european NGTC and the american PTC train control system completely depends on satellite navigation, and other technical means such as inertial navigation, speed measurement and distance measurement cannot be integrated, so that the reliability and the positioning accuracy are insufficient. The trackside equipment is greatly reduced compared with the traditional system, but the overall design and concept are incompatible with the CTCS system in China, and the interconnection and intercommunication among the systems can not be realized.
In addition, some domestic research institutions and rail transit equipment suppliers provide train-centered train control systems based on satellite navigation, and by taking the urban rail transit concept as reference, the configuration of trackside and ground equipment is reduced, and the on-board equipment directly operates equipment such as turnouts, signal machines and the like through a target controller, so that the interlocking relationship among safety equipment in a station is ensured. However, the technical solutions do not fully consider the differences between the national railways and the urban rail transit in the aspects of operation scenes and environments, train operation speed per hour, complexity of lines in stations and the like, and cannot fully meet the requirements of interconnection and intercommunication of national railway networks, various and complex operation environments, large crossing space of speed per hour, complex station interlocking relationship and the like, and have the defects of lack of standby modes and system availability and reliability.
Disclosure of Invention
The invention aims to provide a train operation control system suitable for low-density railways, which has the advantages of low cost, safety, reliability and high efficiency.
The purpose of the invention is realized by the following technical scheme:
a train operation control system for a low density railway comprising: ground equipment and vehicle-mounted equipment; the in-vehicle apparatus includes: the system comprises a positioning unit, a mobile authorization calculation unit, a train interface unit, an automatic driving unit, a communication unit, a vehicle-mounted safety computer, a DMI (digital media interface) and an integrity check unit;
the communication unit realizes data communication between the vehicle-mounted equipment and ground equipment and vehicle-mounted equipment in other trains through a wireless communication network supporting multiple channels and multiple modes;
the positioning unit is used for acquiring the position and the speed of the train based on data acquired by a satellite signal, a ground transponder and/or a vehicle-mounted sensor;
the integrity checking unit is used for realizing the integrity checking of the train according to the position information of the two ends of the train or the postures and the motion tracks of the two ends of the train;
the mobile authorization calculation unit calculates mobile authorization based on mobile block and a driving speed curve adapted to the mobile authorization according to the position and speed of the train, the integrity information of the train and the related information of the front train received by the communication unit;
and the automatic driving unit is used for sending traction and braking commands of corresponding levels to the train through the train interface unit by combining the train state information and the external environment information acquired by various sensors of the train under the constraint of a vehicle-mounted active safety protection technology according to the movement authorization calculated by the movement authorization calculation unit, monitoring the train execution feedback in real time, and displaying the train running condition through the DMI.
The technical scheme provided by the invention can be seen that the train operation control system based on the positioning technology of wireless communication and multi-source information fusion realizes the transmission of information such as train position, train speed, line data, speed limit command and the like between trains and between places and between trains through the wireless communication of multiple bearing channels, the positioning and integrity check are completed by the vehicle-mounted equipment, the train occupancy check is completed by the vehicle-mounted equipment and the ground equipment in a cooperative manner, and the train autonomously calculates the mobile authorization and automatically drives, thereby realizing a set of train operation control system which is suitable for low-density railways and has low cost, safety, reliability and high efficiency.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on the drawings without creative efforts.
Fig. 1 is a schematic diagram of a train operation control system suitable for a low-density railway according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of a positioning unit according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of a system communication scheme provided by an embodiment of the present invention;
FIG. 4 is a diagram illustrating an integrity check process according to an embodiment of the present invention;
FIG. 5 is a schematic diagram of train active safety protection technology based on train-to-vehicle communication according to an embodiment of the present invention;
fig. 6 is a schematic diagram of a mobile authorization calculation process according to an embodiment of the present invention;
FIG. 7 is a schematic diagram of an implementation process of an automatic driving technique according to an embodiment of the present invention;
fig. 8 is a functional block diagram of a system according to an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention are clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments of the present invention without making any creative effort, shall fall within the protection scope of the present invention.
At present, the vast majority of low-density railways adopt CTCS-0 level systems, which are a set of technical safety guarantee systems formed by long-term development of railway signal specialties and are composed of general locomotive signals and a train operation monitoring and recording device (LKJ). The LKJ equipment has some potential safety hazards in operation under the practical conditions of large-area application of locomotive long-haul roads, frequent locomotive allocation, frequent existing line data change, frequent construction transformation and the like.
The ITCS system of the GE company only supports the inter-station fixed block operation mode, is low in transportation efficiency, is completely based on GPS satellite navigation, has large positioning error, occupies overlong station track length as a safety buffer zone, and affects the transport capacity of nearly 30 ten thousand tons every year. Meanwhile, the system design and the China CTCS system cannot be interconnected and communicated, and the effective utilization of the locomotive cannot be realized.
In summary, most of the low-density railways currently operated in China only support a fixed-block or semi-automatic-block driving mode, the transportation efficiency is difficult to adapt to sudden high-traffic demands, in addition, most of the lines are located in western and remote areas, the environment is severe, the construction and maintenance cost of trackside equipment (such as track circuits and the like) arranged in the areas is high, and meanwhile, the safety of train operation excessively depends on ground signal equipment guarantee, for example, the ground equipment breaks down or fails, so the driving efficiency and the safety are greatly influenced.
Meanwhile, the advanced foreign railway countries attach great importance to the research of the new low-density road network train operation control technology. Therefore, research on transportation organization, train operation control and comprehensive guarantee of a low-density road network is urgently needed, a complete set of core equipment with completely independent intellectual property rights is formed on the basis of key technical research, innovative breakthrough is realized, China is guaranteed to occupy the technical high point and be continuously advanced in the field, and technical support is provided for national strategy.
Therefore, the embodiment of the invention provides a train operation control system (CTCS-4D train control system for short) suitable for low-density railways, which is based on a train operation control system of a positioning technology of wireless communication and multi-source information fusion, realizes the transmission of information such as train positions, train speeds, line data, speed limit commands and the like between a train and a ground and between a train and a workshop through the wireless communication of multiple bearing channels, completes the positioning and integrity check by vehicle-mounted equipment, completes the train occupancy check by the cooperation of the vehicle-mounted equipment and ground equipment, and automatically calculates the mobile authorization and drives the train autonomously, thereby realizing a set of train operation control system which is suitable for the low-density railways and has low cost, safety, reliability and high efficiency.
At present, a whole set of train control system suitable for low-density railways is not formed. The CTCS-4D-level train control system well fills up the CTCS train control system, improves the efficiency and the safety of low-density railway operation, and is very necessary to be applied to newly-built and existing low-density lines.
Firstly, the CTCS-4D level train control system improves the safety guarantee of railway transportation. The concept that the existing ground signal equipment is excessively relied on to ensure the driving safety is changed, and the aims of 'dispatching command centralization and decentralized safety control' are realized through train automatic driving and active safety protection based on train-to-vehicle communication; in addition, by integrating technologies such as train positioning based on satellite navigation, the construction and operation and maintenance cost is reduced, meanwhile, a mobile blocking operation mode supporting tight train tracking is realized, and the transport capacity of the existing low-density railway is greatly improved.
Secondly, the CTCS-4D level train control system is an important link of the CTCS technical system, and plays an important role in expanding the CTCS technical system, promoting the modernization of the low-density railway technical equipment level in China and providing safe, economic and applicable technical guarantee for transportation.
And thirdly, developing and perfecting a CTCS train control system security platform with independent intellectual property rights and an advanced innovative technology in the CTCS-4D train control system by the CTCS-4D train control system, and further popularizing and applying the CTCS train control system at the full level.
In addition, in the aspect of economic benefit, the developed low-cost and less-maintenance operation and control system can be popularized and applied to trillion-level low-density and low-density railways in China, and the sustainable, healthy and rapid development of the railway industry chain in China is promoted.
As shown in fig. 1, a schematic diagram of a train operation control system suitable for a low-density railway provided in an embodiment of the present invention mainly includes: ground equipment and vehicle-mounted equipment;
the in-vehicle apparatus includes: the system comprises a positioning unit, a mobile authorization calculation unit, a train interface unit, an automatic driving unit, a communication unit, a vehicle-mounted safety computer, a DMI (digital media interface) and an integrity check unit;
the communication unit realizes data communication between the vehicle-mounted equipment and ground equipment and vehicle-mounted equipment in other trains through a wireless communication network supporting multiple channels and multiple modes;
the positioning unit is used for acquiring the position and the speed of the train based on data acquired by a satellite signal, a ground transponder and/or a vehicle-mounted sensor;
the integrity checking unit is used for realizing the integrity checking of the train according to the position information of the two ends of the train or the postures and the motion tracks of the two ends of the train;
the mobile authorization calculation unit calculates mobile authorization based on mobile block and a driving speed curve adapted to the mobile authorization according to the position and speed of the train, the integrity information of the train and the related information of the front train received by the communication unit;
and the automatic driving unit is used for sending traction and braking commands of corresponding levels to the train through the train interface unit by combining the train state information and the external environment information acquired by various sensors of the train under the constraint of a vehicle-mounted active safety protection technology according to the movement authorization calculated by the movement authorization calculation unit, monitoring the train execution feedback in real time, and displaying the train running condition through the DMI.
Those skilled in the art will appreciate that the surface equipment includes all necessary equipment installed on the surface. The vehicle-mounted equipment is installed on each train, and the vehicle-mounted equipment installed on each train is the same.
The key technologies of the CTCS-4D level train control system provided by the embodiment of the invention comprise a train positioning technology, a system communication technology, a train integrity checking technology, a train active safety protection technology based on vehicle-to-vehicle communication, a mobile authorization calculation technology and an automatic driving technology. The following describes each key technology in detail with reference to each unit of the above-mentioned CTCS-4D-level train control system.
1. A positioning unit.
The positioning unit is mainly used for positioning the train and determining the real-time position and speed information of the train.
The train positioning is mainly generated through multi-sensor fusion and safety verification, when satellite signals are available, the train positioning precision can be greatly improved, the reliability of train positioning is ensured, and discrimination of virtual and error satellite signals is realized through a multi-sensor fusion verification technology by mainly utilizing satellite positioning, combining a vehicle-mounted speed and distance measuring unit and a ground transponder; in regions where satellite signals are unstable or cannot cover, such as tunnels, mountainous canyons, stations and the like, effective supplement is provided mainly by means of a vehicle-mounted speed and distance measuring unit and a vehicle-mounted inertial navigation unit in combination with reasonably deployed satellite signal gain equipment and ground transponders, safe positioning is achieved, and reliability and usability of the system are guaranteed.
As shown in fig. 2, the positioning unit mainly includes: the system comprises a satellite positioning unit, a speed and distance measuring unit, a vehicle-mounted inertial navigation unit and an electronic map.
When satellite signals are available, the speed and the position of the train are automatically calculated by utilizing positioning information (high-precision satellite positioning is realized by utilizing positioning satellites such as Beidou and GPS) obtained by a satellite positioning unit in combination with a speed and distance measuring unit and a stored electronic map, and the train is calibrated by a ground transponder;
the vehicle-mounted inertial navigation unit can effectively improve the satellite navigation positioning precision and the output frequency, and ensure the positioning precision when the satellite signal is lost in a short time or a short distance; when the coefficient initially runs or the satellite signal is unavailable (such as a tunnel, a mountain area, a canyon and the like), the satellite positioning reliability is improved by using the speed and distance measuring unit, the vehicle-mounted inertial navigation unit and the satellite signal enhancement equipment deployed on the ground, the train position information is calibrated by using the line information in the ground transponder, and the positioning precision is ensured.
2. A communication unit.
In the embodiment of the invention, the communication unit can realize the data communication between the vehicle-mounted equipment and the ground equipment and between the vehicle-mounted equipment and other vehicle-mounted equipment in the train by supporting a multi-channel and multi-mode wireless communication network.
In the embodiment of the invention, the wireless communication network supporting multiple channels and multiple modes can be composed of a ground wireless network (such as GSM-R, LTE-R or public network) and a satellite communication network.
As shown in fig. 3, the system communication scheme supports a multi-channel and multi-mode wireless communication network, so that not only can data communication between the vehicle-mounted device and the ground device and between the vehicle-mounted device in other trains be realized, but also data communication between a dispatching center (i.e., the intelligent dispatching center in fig. 1) in the ground device and the station device, as well as between the train head and the train tail, can be realized.
A communication unit, particularly in an in-vehicle apparatus, which mainly comprises: the wireless communication unit and the track bypass communication unit;
1) the track bypass communication unit is used for realizing communication with the ground transponder and receiving positioning information and line data sent by the ground transponder;
2) the wireless communication unit realizes data communication between the vehicle-mounted equipment and a dispatching center in the ground equipment and the vehicle-mounted equipment in other trains through a wireless communication network supporting multiple channels and multiple modes;
when the system is in data communication with a dispatching center, the system sends the information of the vehicle number, the speed and the position to the dispatching center; receiving a driving plan, a temporary speed limit, an interval direction, access information, the number, the speed and the position of a front train, fault train alarm information and the like sent by a dispatching center;
when communicating with the onboard devices in other trains, the vehicle-mounted device transmits the speed and position information of the vehicle to the rear train and receives the speed and position information transmitted by the front train.
In addition, when the dispatching center is in data communication with the station equipment, access and occupation information is interacted. When the data communication between the train head and the train tail is carried out, the data communication is realized through the communication modules respectively arranged on the train head and the train tail, the communication modules interact with respective positioning information, and meanwhile, the communication module on the train tail also sends wind pressure information to the communication module on the train head.
3. Integrity check unit
The integrity detection of the train mainly depends on the real-time acquisition of positioning information at two ends of the train, the wireless communication between the train head and the train tail is carried out, and a safety computer platform is adopted for comparison and calculation, so that the length information of the train is obtained, and the integrity state of the train is monitored in real time.
The integrity check process is shown in fig. 4. When the satellite signal is available, according to the acquired position information of the head and the tail of the train (the positions of the head and the tail of the train can be acquired through the data of a satellite navigation system), the length of the train is acquired after calculation, and the integrity information of the train is acquired by continuously tracking the length change; the performance can be improved by satellite navigation data of a plurality of constellations (such as GPS, Beidou, GLONASS, Galileo and the like) and an inertial navigation data fusion method. When the satellite signals are unavailable, the data (such as acceleration, angular velocity, magnetic declination and the like) of inertial navigation sensors at the head and the tail of the train are obtained, the postures and the motion tracks of the two ends of the train are continuously tracked, and the integrity information of the train is identified by time axis offset analysis and vehicle-mounted electronic map verification. In the integrity monitoring process, the wind pressure of the braking air pipe is continuously collected, data fusion is carried out, the reliability is further improved, and meanwhile the train braking performance can be mastered in real time.
4. Train active safety protection technology based on vehicle-to-vehicle communication
The train active safety protection technology based on the train-vehicle communication provides basic guarantee for the running safety of a dynamically configurable train tracking interval control system based on position information fusion. Under normal operating conditions, information such as the position and speed of the front vehicle can be obtained from a dispatching center in the ground equipment through a satellite communication link. Meanwhile, as a necessary supplementary means of the satellite communication link, information such as the position, speed, etc. of the preceding vehicle is directly obtained through vehicle-to-vehicle communication.
FIG. 5 is a schematic diagram of train active safety protection technology based on train-to-vehicle communication; the communication connection is established between adjacent trains in the same line and the same running direction through the communication units in respective vehicle-mounted equipment, the communication link adopts a multi-mode and multi-channel communication fusion application design, the technical characteristics of strong anti-interference capability, high communication speed, quick real-time response and the like are achieved, and the method is suitable for the train operation requirements under the typical low-density railway network line conditions in the western and remote areas of China.
And calculating the movement authorization in real time by a movement authorization calculating unit in each vehicle-mounted device, and triggering corresponding grade braking when the distance between adjacent trains is lower than the requirement of a running speed curve.
5. Mobile authorization calculation unit
According to the position and speed of the train, the integrity information of the train and the related information of the front train (the position, speed, driving plan, station route information, line parameters, temporary speed limit, environmental data and station route information) received by the communication unit, calculating the movement authorization based on the movement block and a driving speed curve adapted to the movement authorization;
the mobile authorization calculation process is shown in fig. 6, and the specific calculation method is as follows: combining the position and the speed of the train with a vehicle-mounted electronic map and combining related information of a front train from a dispatching center received through a communication unit, and calculating the movement authorization of the terminal point as the tail position of the front train or calculating the terminal point as the movement authorization of the safe distance of the front train; the front vehicle safety distance is the rear position of the front vehicle, the minimum brake position and the safety margin; the scheme that the calculation end point is the movement authorization of the safe distance of the front train can further shorten the train operation interval and improve the operation efficiency.
6. An automatic driving unit.
As shown in fig. 7, the automatic driving unit, according to the movement authorization calculated by the movement authorization calculation unit, under the constraint of the vehicle active safety protection technology, combines the train state information (train position, speed and integrity information) and external environment information (front obstacles, line environment, weather forecast and disaster warning) acquired by various sensors (such as speed sensor, train integrity detection unit, camera, radar, etc.) of the train to transmit traction and braking commands of corresponding levels to the train through the train interface unit, and monitors the train execution feedback in real time, and the train operation condition is displayed through the DMI.
The above is a description of relevant units and relevant key technologies for the CTCS-4D level train control system. As shown in fig. 8, the CTCS-4D-level train control system can be functionally divided into 4 major units, such as intelligent scheduling, train interval control, station route control, and intelligent operation and maintenance. Wherein: 1) the intelligent scheduling is realized by combining transportation resource conditions according to the characteristics of passenger and cargo flow and the demand characteristics in the aspects of flow, flow direction, predictability and duration, and by technologies such as optimization design and dynamic switching of a multi-stage transportation organization mode, transportation energy bottleneck recognition, dynamic configuration optimization of train tracking intervals, train operation adjustment optimization, intelligent scheduling information interaction and the like, and the function of quickly and intelligently responding to the transportation demand is realized by the intelligent scheduling center in fig. 1. 2) The train interval control part is also the key technologies introduced above. 3) The train control system can be generally divided into two parts of interval control and station control, the station route control is specific to the station function, and the following description of scenes that 3 trains enter and exit has related introduction. 4) The intelligent operation and maintenance is combined with a multi-mode communication technology, has the functions of fault source search, fault reasoning deduction, fault location dynamic positioning, fault identification and the like based on artificial intelligence technologies such as increment self-learning and the like, can realize fault intelligent diagnosis positioning, early warning analysis and operation and maintenance decision on key equipment such as operation control, communication and positioning and the like which influence driving and operation, and is realized by the intelligent operation and maintenance center in the figure 1.
The CTCS-4D class train control system is described below with reference to specific operation scenarios.
1. Train registration and deregistration
After the vehicle-mounted equipment is started, the vehicle-mounted equipment registers in a dispatching center, reports the position and downloads the electronic map. The dispatching center sends the address, the position information, the operation plan and the like of the front vehicle to the vehicle-mounted equipment.
And after the train runs to a planned terminal, actively sending a logout request to a dispatching center, and the dispatching center logging out the train according to the train request and updating the train running sequence of the whole train.
2. Interval operation scene
The train can run in the following two modes according to different mobile authorization calculation schemes:
mode 1: and the vehicle-mounted equipment calculates the movement authorization of the vehicle according to the position of the front vehicle and the position of the tail part of the front vehicle, which are sent by the dispatching center, and controls the train to run.
Mode 2: the vehicle-mounted equipment establishes communication with the front vehicle according to the front vehicle address sent by the dispatching center, receives the position and speed information of the front vehicle, calculates the movement authorization of the vehicle in a tighter tracking mode according to the tail position of the front vehicle, and controls the train to run.
3. Train station entering and exiting scene
When a train approaches a station, the vehicle-mounted equipment actively establishes communication with the station integrated equipment and sends a route request, the station integrated equipment operates turnouts, signal machines and the like to handle routes according to an interlocking relationship after checking with a route command issued by a dispatching center according to the route request sent by the train, and simultaneously sends a route state to the vehicle-mounted equipment, and the vehicle-mounted equipment calculates, extends, moves and authorizes the train, and automatically drives the train to enter the station and stop the train.
After the train leaves the station and the station integrated equipment leaves the clear route, the operation turnout, the signal machine and the like unlock the route according to the interlocking relationship, and the operation result of the dispatching center is reported at the same time.
4. Tunnel and mountain scene
In the mountainous area and other areas with weak satellite signals, the positioning precision is improved by utilizing the inertial navigation unit, the vehicle-mounted speed and distance measuring unit and the reasonably arranged transponders.
5. Any failure of the system
The intelligent operation and maintenance center quickly diagnoses faults and provides a recovery scheme, and the system is ensured to recover normal operation as soon as possible.
The scheme of the embodiment of the invention solves the problems of the existing train control system, and mainly aims to provide the following points: promote circuit conveying efficiency, continuously ensure system capacity, improve the reliability and the security of system, be applicable to newly-built and existing low-density circuit, have important:
1. the efficiency of low-density railway transportation is effectively promoted, the current requirements and future development of railways are met, and national strategies are served.
2. On the premise of ensuring the safety and reliability of train operation, the system complexity and the construction, operation and maintenance costs are reduced.
3. The CTCS technical system is expanded to form a series of new technical standards, and the development of world railways is led.
4. The novel technology and the safety platform of the CTCS-4D train control system with the independent intellectual property rights are developed and perfected, and are popularized to the whole CTCS system, so that the overall technical equipment level of the railway in China is further improved.
The high reliability and the high safety are mainly realized by the following design:
1) positioning technology based on satellite, ground and vehicle-mounted multi-source information fusion;
2) a multi-channel and multi-mode cooperation based communication technology;
3) the train active safety protection function based on the train-vehicle communication;
4) the safe computer platform technology and the complete set of system key equipment redundancy hot standby.
The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (7)
1. A train operation control system adapted for use on a low density railway comprising: ground equipment and vehicle-mounted equipment; the in-vehicle apparatus includes: the system comprises a positioning unit, a mobile authorization calculation unit, a train interface unit, an automatic driving unit, a communication unit, a vehicle-mounted safety computer, a DMI (digital media interface) and an integrity check unit;
the communication unit realizes data communication between the vehicle-mounted equipment and ground equipment and vehicle-mounted equipment in other trains through a wireless communication network supporting multiple channels and multiple modes;
the positioning unit is used for acquiring the position and the speed of the train based on data acquired by a satellite signal, a ground transponder and/or a vehicle-mounted sensor;
the integrity checking unit is used for realizing the integrity checking of the train according to the position information of the two ends of the train or the postures and the motion tracks of the two ends of the train;
the mobile authorization calculation unit calculates mobile authorization based on mobile block and a driving speed curve adapted to the mobile authorization according to the position and speed of the train, the integrity information of the train and the related information of the front train received by the communication unit; the mobile authorization calculating unit calculates the mobile authorization based on the mobile block as follows: combining the position and the speed of the train with a vehicle-mounted electronic map and combining related information of a front train from a dispatching center received through a communication unit, and calculating the movement authorization of the terminal point as the tail position of the front train or calculating the terminal point as the movement authorization of the safe distance of the front train; the front vehicle safety distance is the rear position of the front vehicle, the minimum brake position and the safety margin; the related information of the front train comprises: the position and speed of a front train, a traveling plan, station route information, line parameters, temporary speed limit, environmental data and station route information;
and the automatic driving unit is used for sending traction and braking commands of corresponding levels to the train through the train interface unit by combining the train state information and the external environment information acquired by various sensors of the train under the constraint of a vehicle-mounted active safety protection technology according to the movement authorization calculated by the movement authorization calculation unit, monitoring the train execution feedback in real time, and displaying the train running condition through the DMI.
2. The train operation control system for low density railway of claim 1 wherein the positioning unit comprises: the system comprises a satellite positioning unit, a speed and distance measuring unit, a vehicle-mounted inertial navigation unit and an electronic map;
when the satellite signal is available, the speed and the position of the train are automatically calculated by utilizing the positioning information obtained by the satellite positioning unit in combination with the speed and distance measuring unit and the stored electronic map, and the train is calibrated by a ground transponder;
when the coefficient initially runs or the satellite signal is unavailable, the speed and distance measuring unit, the vehicle-mounted inertial navigation unit and the ground deployed satellite signal enhancement equipment are utilized to improve the satellite positioning reliability, and the train position information is calibrated by utilizing the line information in the ground transponder.
3. The train operation control system for low density railway according to claim 1, wherein the communication unit comprises: the wireless communication unit and the track bypass communication unit;
the track bypass communication unit is used for realizing communication with the ground transponder and receiving positioning information and line data sent by the ground transponder;
the wireless communication unit realizes data communication between the vehicle-mounted equipment and a dispatching center in the ground equipment and the vehicle-mounted equipment in other trains through a wireless communication network supporting multiple channels and multiple modes;
when the system is in data communication with a dispatching center, the system sends the information of the vehicle number, the speed and the position to the dispatching center; receiving a driving plan, a temporary speed limit, an interval direction, access information, a train number, a speed and a position of a front train and fault train alarm information sent by a dispatching center;
when communicating with the onboard devices in other trains, the vehicle-mounted device transmits the speed and position information of the vehicle to the rear train and receives the speed and position information transmitted by the front train.
4. The train operation control system suitable for the low-density railway according to claim 1 or 3, wherein the wireless communication network supporting multiple channels and multiple modes can also realize data communication between a dispatching center and station equipment in ground equipment and between a head and a tail of a train;
when the dispatching center is in data communication with the station equipment, route and occupation information is interacted;
when the data communication between the train head and the train tail is carried out, the data communication is realized through the communication modules respectively arranged on the train head and the train tail, the communication modules interact with respective positioning information, and meanwhile, the communication module on the train tail also sends wind pressure information to the communication module on the train head.
5. The train operation control system for low-density railways according to claim 1, wherein the integrity check unit performs the integrity check of the train as follows:
when the satellite signal is available, obtaining the length of the train through calculation according to the obtained position information of the head and the tail of the train, and obtaining the integrity information of the train through continuously tracking the length change;
when the satellite signals are unavailable, the data of inertial navigation sensors at the head and the tail of the train are obtained, the postures and the motion tracks of the two ends of the train are continuously tracked, and the integrity information of the train is identified by time axis offset analysis and vehicle-mounted electronic map verification.
6. The train operation control system for low density railway according to claim 1, wherein the train's own state information involved in the operation of the autopilot unit includes: train position, speed and integrity information; the external environment information includes: front obstacles, line environment, weather forecast and disaster early warning.
7. The train operation control system suitable for the low-density railway according to claim 1, wherein the vehicle-mounted active safety protection technology provides guarantee for the operation safety of a dynamically configurable train tracking interval control system based on position information fusion; the communication connection is established between adjacent trains in the same line and the same running direction through the communication units in the respective vehicle-mounted devices, the mobile authorization is calculated by the mobile authorization calculation units in the respective vehicle-mounted devices in real time, and when the distance between the adjacent trains is lower than the requirement of a running speed curve, the corresponding grade brake is triggered.
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