CN109367584A - A kind of ATP system for tramcar - Google Patents
A kind of ATP system for tramcar Download PDFInfo
- Publication number
- CN109367584A CN109367584A CN201811474272.XA CN201811474272A CN109367584A CN 109367584 A CN109367584 A CN 109367584A CN 201811474272 A CN201811474272 A CN 201811474272A CN 109367584 A CN109367584 A CN 109367584A
- Authority
- CN
- China
- Prior art keywords
- train
- beacon
- atp
- vehicle
- tramcar
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000000034 method Methods 0.000 claims description 16
- 230000008569 process Effects 0.000 claims description 14
- 230000008859 change Effects 0.000 claims description 10
- 238000012544 monitoring process Methods 0.000 claims description 9
- 230000003993 interaction Effects 0.000 claims description 8
- 230000003068 static effect Effects 0.000 claims description 8
- 230000001960 triggered effect Effects 0.000 claims description 7
- 230000005540 biological transmission Effects 0.000 claims description 6
- 238000004364 calculation method Methods 0.000 claims description 4
- 238000006073 displacement reaction Methods 0.000 claims description 4
- 238000012905 input function Methods 0.000 claims description 4
- 238000004891 communication Methods 0.000 claims description 2
- 210000001367 artery Anatomy 0.000 claims 1
- 239000004744 fabric Substances 0.000 claims 1
- 230000007704 transition Effects 0.000 claims 1
- 210000003462 vein Anatomy 0.000 claims 1
- 230000008901 benefit Effects 0.000 abstract description 2
- 230000005484 gravity Effects 0.000 description 12
- 230000001133 acceleration Effects 0.000 description 9
- 230000006870 function Effects 0.000 description 9
- 238000010586 diagram Methods 0.000 description 8
- 238000004422 calculation algorithm Methods 0.000 description 6
- 101000880160 Streptomyces rochei Subtilisin inhibitor-like protein 2 Proteins 0.000 description 4
- 230000033001 locomotion Effects 0.000 description 4
- 230000002045 lasting effect Effects 0.000 description 3
- 230000004913 activation Effects 0.000 description 2
- 238000013461 design Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000002708 enhancing effect Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000005381 potential energy Methods 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 230000004044 response Effects 0.000 description 2
- 238000005299 abrasion Methods 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 239000002131 composite material Substances 0.000 description 1
- 239000012141 concentrate Substances 0.000 description 1
- 238000012790 confirmation Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000007812 deficiency Effects 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
- 238000005070 sampling Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 238000003786 synthesis reaction Methods 0.000 description 1
- 238000012360 testing method Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0018—Communication with or on the vehicle or train
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0018—Communication with or on the vehicle or train
- B61L15/0027—Radio-based, e.g. using GSM-R
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/70—Details of trackside communication
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
The present invention relates to a kind of ATP systems for tramcar, the ATP system includes on-vehicle host, vehicle-mounted beacon antenna, vehicle-mounted DMI, ATP button and ATP indicator light, velocity sensor and trackside beacon, the on-vehicle host is separately connected vehicle-mounted DMI, velocity sensor, vehicle-mounted beacon antenna and ATP button and ATP indicator light, and the trackside beacon connects on-vehicle host by vehicle-mounted beacon antenna.Compared with prior art, the invention has the following advantages that the consecutive tracking of high reliability, high stability can be carried out to train, the reliability etc. of trackside beacon is improved.
Description
Technical field
The present invention relates to rail traffic tramcar signal system field, more particularly, to a kind of for tramcar
ATP system.
Background technique
Modern tram system has that freight volume is moderate, speed is fast, green as a kind of boom town public transport mode
It the features such as environmental protection, elasticity are flexibly, comfortable novel and construction cost is lower, just worldwide recovers.In China, the modern times have
Rail electric car also gradually starts to undertake the function that the suburb of megalopolis is plugged into small and medium-sized cities backbone traffic.And complicated road is handed over
The factors such as logical environment, semienclosed track, the passenger flow that gradually increases all to modern tram propose faster, it is safer
It is required that.For using the tramcar of pilot steering at present, there are driver attentions not to concentrate, potential to event anticipation deficiency etc.
Security risk, tramcar operates in urban road environmentally in addition, and bend, intersection are numerous along the line, line alignment and
Running environment is often complex, further increases the difficulty of driver safety driving.Therefore, the running safety of tramcar
Problem is with greater need for being paid close attention to and protected.
Currently, China not yet opens the route using automatic Pilot in the tramcar project built and opened, it is people
Work drives, and visually drives a vehicle by driver to ensure the operational safety of train.Therefore, for current condition, tramcar fortune is realized
The demand of row real-time protection, assist driver safe driving tramcar is more urgent.In addition, domestic only have the use of only a few route
Train automatic protection function (Automotic Train Protection, abbreviation ATP) ensures train operating safety, this hair
It is bright using the protection based on train position, carry out for speed limit area based on position-rate curve dynamic protection, to meet
To the dynamic need of train operation real-time protection.And such mode needs online curb line specific position to bury beacon, to realize column
Accurately tracks positioned, raising class of safety protection can be realized SIL2 level security standard to vehicle.
The big important indicator of the one of tramcar safety is the speed of service of train, and train must be in strict accordance with operation speed limit
Run, can not exceed the speed limit, therefore in the operation of tramcar protection, how to realize to the real time monitoring of train running speed with
Protection has particularly important meaning to tramcar safe operation.
Summary of the invention
It is an object of the present invention to overcome the above-mentioned drawbacks of the prior art and provide one kind to be used for tramcar
ATP system.
A kind of ATP system for tramcar, the ATP system include on-vehicle host, vehicle-mounted beacon antenna, vehicle-mounted DMI,
ATP button and ATP indicator light, velocity sensor and trackside beacon, the on-vehicle host is separately connected vehicle-mounted DMI, speed passes
Sensor, vehicle-mounted beacon antenna and ATP button and ATP indicator light, the trackside beacon are connected vehicle-mounted by vehicle-mounted beacon antenna
Host；
The on-vehicle host is the core equipment of tramcar operation control, for realizing positioning, operation management, route
Request, crossing priority, train protection and fault warning；
When vehicle-mounted beacon antenna inswept trackside beacon in set distance, the two establishes communication, and is pacified
Full data interaction；
The vehicle-mounted DMI shows the train position sent by on-vehicle host, train status, train speed and event to driver
Hinder warning information, provide operation plan, real-time speed, security alarm and device status information for the driving for driver, assists
Driver safety drives；
The velocity sensor is mounted on the different wheel shaft of tramcar, for acquiring and transmitting speed to on-vehicle host
Pulse signal is spent, the on-vehicle host calculates the real-time running speed and displacement of train according to the pulse signal received, differentiates
The skidding or idle running situation of train wheel.
Preferably, the trackside beacon is laid in orbit, storage inside line information, the trackside beacon packet
Active beacon and passive tag are included, the active beacon refers to the beacon for having and receiving external input function, the passive letter
Mark refers to the beacon for not having and receiving external input function.
Preferably, the ATP system is by way of passive tag come anti-to tramcar transmission lines static state hypervelocity
The secure location information for protecting area lays two passive tags for same speed limit area, stores same speed limit in two passive tags
The information in area will be motivated when tramcar passes through by vehicle-mounted beacon antenna, send speed limit area information to train.
Preferably, the static overspeed protection area refers to the constant region of route the preceding paragraph speed limit, in this area only
There is unique and constant speed limit, two passive tags are at a distance of Δ Xtag, under normal circumstances, two passive tags are simultaneously
Work, ATP system will be subject to the newest bootstrap information for reading that train progress overspeed protection；When there is a beacon
When failure, train will be subject to the bootstrap information read to carry out overspeed protection, and can pass through Δ XtagIt is unread to second
When a beacon, the alarm for losing beacon is issued to driver and control centre；If same group of beacon is not all read, can equally touch
Beacon on loses alarm.
Preferably, the ATP system is by way of active beacon come anti-to tramcar transmission lines dynamic overspeed
The secure location information in area is protected, the active beacon sends different information to tramcar according to different situations；For same
Two active beacons are laid in one speed limit guard plot, and the information in same speed limit area is stored in two active beacons, pass through in tramcar
It is out-of-date all to be motivated by vehicle-mounted beacon antenna, speed limit area information is sent to train.
Preferably, the dynamic overspeed guard plot is then to have several different speed limit values, speed limit for a certain region
Value is depended on for the operation protection requirements under different situations, and the active beacon internal needle encodes input, and even
Integrate with other signal controlling machine, when current signal condition is sent to active beacon by signal controlling machine, active beacon according to
The difference of input, selection send corresponding data information, wherein current signal condition includes straight trip, left/right rotation, forbids, mistake
It crosses, when the inswept active beacon of vehicle-mounted beacon antenna, receives data information, and be sent to on-vehicle host, enable on-vehicle host
Enough get the state of front signal machine and route.
Preferably, active beacon described in two is at a distance of Δ Xtag, under normal circumstances, two active beacons work at the same time,
ATP system will be subject to the newest bootstrap information read to train progress overspeed protection, when there is a beacon failure, column
Vehicle will be subject to that bootstrap information for reading to carry out overspeed protection, and can pass through Δ XtagUnread to second letter
When mark, the alarm for losing beacon is issued to driver and control centre；If same group of beacon is not all read, letter can be equally triggered
Mark loses alarm；When front signal machine is straight trip signal, signal controlling machine sends the speed-limiting messages of speed limit 1 to active beacon,
When front signal machine is right turn signal, signal controlling machine sends the speed-limiting messages of speed limit 2 to active beacon, when front signal machine
When for disable signal, control machine sends the information stopped immediately to active beacon, i.e. train can not cross the switch zones of protection；
For two active beacons of same speed limit guard plot, input to the same data source should be generated different defeated
Out.
Preferably, the ATP button is arranged on driver driving platform or human-computer interaction interface DMI, including release of brake
Button and ATP cut off button: the equipment that the release of brake button alleviates EB and SB for driver, when train speed is reduced to
When alleviating speed or less, it is able to confirm that the train braking with release ATP triggering；The ATP excision button is used to meet when train
To special circumstances, need to cut off ATP when driving in the state of not triggering SB or EB.
Preferably, the ATP indicator light is arranged on driver driving platform or human-computer interaction interface DMI, including ATP state
Lamp and EB apply lamp, and the ATP status lamp is used to show the working condition of ATP system, and the EB applies lamp and is used to indicate
Whether current ATP outputs emergency braking EB.
Preferably, the ATP system builds movement of train during emergency braking according to the mechanical property of train
Model is learned, determining train in braking process, the parameter in each stage is shifted onto train and promptly made based on law of conservation of energy
Energy variation formula during dynamic, and calculate the kinetic energy change and a protection point speed limit of first final states during train emergency braking
The threshold speed of Train No overtaking；
The ATP system judges whether the current kinetic energy of train is safe, if there is super state, then needs to apply immediately
Train operation is protected in emergency braking；If close to super state, when being more than alarm speed limit to driver's outputting alarm
Information triggers conventional brake when being more than conventional brake (Serivce Brake) speed limit；It is extensive when speed because EB or SB is reduced
It answers to after safe speed, driver executes the alleviation to EB or SB by way of bridge push button, and operation train continues to transport
Row；
The ATP system real-time monitoring itself and each equipment state, when occurring may cause the failure of ATP system failure
When appearance, to driver's outputting alarm, and driver's safety time of setting is given, driver is allowed calm can to stand within the time
Point parking immediately applies EB after tramcar parking or beyond safety time to evacuate passenger, it is ensured that train will not be non-
It is continued to run in the state of safety.
Compared with prior art, the invention has the following advantages that
1, the present invention overspeed protection function vehicle-mounted in view of tramcar, it is accurate, safe using that can obtain in real time
The vehicle control syetem of train position, the system include on-vehicle host, vehicle-mounted beacon antenna, vehicle-mounted DMI (human-computer interaction interface),
ATP button and ATP indicator light, velocity sensor and trackside active beacon, passive tag etc. part form, can to train into
The consecutive tracking of row high reliability, high stability.
2, the present invention realizes the accurate conveying to route speed limit zone position by the way of active/passive beacon, passive
Beacon can store static line protection area information, and active beacon can store much information, and be selected according to different inputs
Output information is selected, the regions such as track switch, intersection, semaphore suitable for street railway, according to different situations elder generation
Train conveys different speed limit values.In deployment by the way of two beacon redundancies, the reliability of trackside beacon, energy are improved
Enough reach SIL2 grades of safety standard.
3, the present invention builds train overspeeding protection's model according to train kinematics model and law of conservation of energy, and synthesis is examined
Consider many factors such as tractive force, brake force, gravity and gradient compensation, passes through the angle pair monitored to tramcar energy
Train hypervelocity is protected.The overspeed protection model based on energy monitoring established, using train operating safety as principle, to model
In some parameters assumed and demarcated, simplify model, reduce the complexity of algorithm, improve algorithm operation effect
Rate.
4, the present invention can continuously monitor the operation action of train, can derive operation row of the train between the sampling period
For, monitor train it is super when trigger emergency braking, ensure the traffic safety of train.It will be appropriate before triggering train EB
Position issues the warning information that will exceed the speed limit to train, and the time and distance for applying that conventional brake slows down, reduction department are stopped for driver
The case where machine applies maximum conventional brake or triggering emergency braking because of carelessness, ensures the stationarity of driving, ensures riding for passenger
Safety.
5, ATP of the invention joined from monitoring mechanism, and the equipment such as real-time monitoring beacon antenna, velocity sensor prevent
The possible catastrophic failure when ATP system failure occurs, such as oversteps the limit, overturn, knock into the back.And ensure to arrange when monitoring failure
Vehicle will not continue to run in the state of non-security.
Detailed description of the invention
Fig. 1 is tramcar ATP protectiving scheme design architecture of the invention；
Fig. 2 is that gravity acting error compensation of the invention calculates schematic diagram；
Fig. 3 is the static speed limit area schematic diagram of the invention based on passive tag；
Fig. 4 is the dynamic speed limit area schematic diagram of the invention based on active beacon；
Fig. 5 is the velocity-distance graph schematic diagram of train actual motion after emergency braking triggering of the invention；
Fig. 6 is ATP overspeed protection Scheme algorithm logical schematic of the invention；
Fig. 7 is the speed-time curve schematic diagram of tramcar ATP triggering hypervelocity alarm of the invention；
Fig. 8 is the speed-time curve schematic diagram that tramcar ATP of the invention triggers SB；
Fig. 9 is the speed-time curve schematic diagram that tramcar ATP of the invention triggers EB；
Figure 10 is tramcar speed-time curve schematic diagram after SB failure EB of the invention applies.
Specific embodiment
Technical solution in the embodiment of the present invention is carried out below clear, is fully described by, it is clear that described implementation
Example is a part of the embodiments of the present invention, rather than whole embodiments.Based on the embodiments of the present invention, ordinary skill
Personnel's every other embodiment obtained without making creative work all should belong to the model that the present invention protects
It encloses.
The principle of the present invention:
The present invention, by laying beacon, when train passes through beacon, passes through vehicle in front of street railway zone of protection
The beacon antenna of load receives the forward box overspeed protection area data stored in beacon, distance, speed limit including speed limit guard plot
Value, length.After vehicle control syetem gets front overspeed protection area data, overspeed protection algorithm is urgent by building train
Kinematics model in braking process is derived kinetic energy of train during emergency braking and is become based on law of conservation of energy
Change calculation formula, to realize the monitoring to the real-time kinetic energy of train, and applies the emergency brake when finding super to train
(Emergency Brake, abbreviation EB), prevents train overspeed from causing great accident.
1, according to the mechanical property of train, kinematics model of train during emergency braking is built, determines that train exists
The parameter in each stage in braking process.Based on law of conservation of energy, energy quantitative change of train during emergency braking is shifted onto
Change formula, and calculates during train emergency braking the just kinetic energy change of final states and protection point speed limit Train No overtaking
Threshold speed calculates that process is as follows:
When train starts to trigger emergency braking and reduces speed now to train the process of Train Stopping is arrived again can be divided into three ranks
Section.First stage draws the excision stage, and the time in traction excision stage is t1, and position of the train when drawing excision is X0, speed
Degree is Vt0,
T1=Tatp_response+Tbreaker_response (1)
Wherein, Tatp_responseFor ATP response time, Tbreaker_responseTo draw the mute time.Within this time,
Under worst case, train will continue to draw with maximum drawbar pull within the t1 time, and the t1 time is later in the position xt1, speed Vt1.
Second stage be emergency brake of vehicle establishment stage, within this stage, vehicle by complete 90% Emergency Negative Thrust
Apply, required time t2,
T2=Teb_brake_establish-Tbreaker_response (2)
Wherein, Teb_brake_establishTime needed for being established for braking (braking, which is established, reaches 90%).In this time
Interior, train does not have tractive force, and train can be run by inertia and gravity, gravity acting, in the worst cases, after the t1+t2 time,
Train head's maximum position is Xt2, speed Vt2.
Phase III is the emergency braking stage, and train emergency braking has been established, the graduated application power and gravity acting.
According to law of conservation of energy, for train in braking process, the variation of kinetic energy is equal to external force in this space to it
The vector sum done work.Need to illustrate does not consider frictional force, air drag, rail individually in the calculating process of braking curve
The influence of the factors such as road curvature, because are as follows:
In the traction stage, the maximum traction rate that these factors can obtain the resistance that train is formed by train embodies
Out；
In the deboost phase, the minimum braking ratio that these factors can obtain the resistance that train is formed by train embodies
Out；
The coasting operation stage has ignored the influence of resistance, but because the time is short, the influence to train actual motion is very
It is micro-, it more it is essential that ignoring resistance is actually the braking distance for having over-evaluated train, thus is guiding secure side.
Therefore, in the process of running, the conservation of energy of train can indicate train after train requests application EB are as follows:
Ek(X0)+Wtraction(X0→X1)+Wg(X0→Xc)+Wbraking(X2→Xc)+Werror=Ek(Xc) (3)
When formula (4) meets, it is believed that train is super in current X0 point position.
Ek(X0)+Wtraction(X0→X1)+Wg(X0→Xc)+Wbraking(X2→Xc)+Werror> Ek(Xc) (4)
Wherein, Ek(Xc) be Xc point train kinetic energy, Ek(X0) be X0 point train kinetic energy, Wtraction(X0→X1) it is from X0
The function that point is done to X1 point tractive force, Wg(X0→Xc) it is the function done from X0 point to Xc point gravity, Wbraking(X2→Xc) it is from X2 point
The function done to Xc point brake force, WerrorFor the acting error during energy balane.
In order to simplify ATP energy policing algorithm and guarantee energy policing algorithm guiding secure side, when to train emergency braking
Energy reckoning do following hypothesis: Wtraction(X0→X1) it is equal to t1 period train with the maximum traction energy under present speed
Power acting.Wg(X0→X2) equal to the acting of the maximum downslope acceleration within the scope of t1 and t2 period train region.
So, the Kinetic Energy Calculation at the position X2 is as follows:
Ek(X2)=Ek(X0)+Wtraction(X0→X1)+Wg(X0→X2) (5)
The conservation of energy of train train in the process of running can be equivalent to the conservation of energy of train in braking process:
So conservation of energy formula (3) is equivalent as follows:
Ek(X2)+Wg(X2→Xc)+Wbraking(X2→Xc)+Werror=Ek(Xc) (6)
When formula (7) meets, it can determine that train is super in current X0 point position.
Ek(X2)+Wg(X2→Xc)+Wbraking(X2→Xc)+Werror> Ek(Xc) (7)
Wherein, Ek(Xc) be Xc point train kinetic energy, Ek(X2) be X2 point train kinetic energy, Wg(X2→Xc) be from X2 point to
The function that Xc point gravity is done, Wbraking(X2→Xc) it is the function done from X2 point to Xc point brake force, WerrorDuring energy balane
Acting error.
(1), train momentum calculates
Wherein, for the calculating of train momentum, train momentum is made of translational kinetic energy and rotational kinetic energy two parts, works as train
It is V (x) in the speed of X point, then:
Wherein, EktIt (X) is translational kinetic energy of the train in X, EkrIt (X) is rotational kinetic energy of the train in X, MtrainFor train matter
Amount, V (X) are speed of the train in X point, and J is train rotary inertia, and R is train wheel radius.
(2), gravity acting calculates
Potential energy of the train from X to C, if respectively indicating the height of X and C with H (X) and H (C), train is from X point to C
The variation of potential energy of point is,
Wherein, g is acceleration of gravity,ΓgradientIt (X) is compensation grade acceleration,Compensate grade acceleration Γgradient(X) it goes up a slope and is negative, descending is positive.
(3), gravity acting compensation calculation
As shown in Fig. 2, when calculating the compensation gradient, when selection step-length is S, between point H and point L under worst condition
The height error introduced between such as point H and point H ' is 2Herror, it is therefore desirable to error compensation value is added in gravity acting.
So gravity acting error under worst case are as follows:
Werror=Mtrain·α*Ealtitude (10)
Wherein,
Brake force acting calculates
From X2 to C, the acting of point brake force is calculated as follows:
Wherein, different sections have different adhesions on track circuit, can find this in configuration data according to grip
The corresponding EB braking ratio Γ of sectionEB(X), which is negative.
It is necessary to derive train according to C point (speed limit point) position and according to the emergency braking curve of above-mentioned tramcar
Apply the protection curve of EB, determines in front of the C point in certain area, the speed threshold of tramcar super critical point at various locations
Value, the basic data as the monitoring of tramcar ATP energy.
The conservation of energy formula of tramcar point from X2 to C are as follows:
Ek(X2)+Wg(X2→Xc)+Wbraking(X2→Xc)+Werror=Ek(Xc) (12)
So, the maximum speed allowed at the position X2 are as follows:
In the section of X0 to X2, it is also necessary to consider gradient peak acceleration, but in order to calculate simplicity, this section from X0 to X2
Region all uses the same gradient, i.e., ruling grade acceleration is as Γ in the sectiongradient_max(x0), each section of route
The grade acceleration of (block (x)) can be by retrieving offline line map data acquisition.
So, in the time that since tramcar apply requesting EB to EB, distance that train is passed by
AutomaticSpace can be calculate by the following formula:
ΓMAXtraction(V0) it is train in V0, the maximum traction acceleration that tractive force of train can provide.
The relationship of V2 and V0 can be calculated by following formula:
V2
=V1+α2·t2
=V0+ΓMAXtraction(V0)·t1+Γgradient_max(block(x))·(t1+t2) (15)
Vc can be obtained in composite type (15) and formula (13), the corresponding relationship of Δ X and V0:
It can be derived according to formula (14), when braking curve V2 meets, the position X0 that train speed must be down to V0 is,
X0=X-AutomaticSpace (17)
X is tramcar corresponding place on line when speed is V2 in braking curve in formula (16).In conclusion just
It can derive the overspeed protection distance-rate curve of train ATP, the i.e. corresponding relationship of V0 and X0.The relationship can be used for judging working as
When train driving protects the point position X0 to distance Xc speed limit, it whether there is super phenomenon, need to touch immediately once super
EB is sent out, the operational safety of train is protected.
2, in normal conditions, driver is it is ensured that train running speed is limited not higher than the maximum speed that ATP system provides.
Just in case driver driving fault causes train that hypervelocity behavior occurs, ATP system will be according to the real-time speed and driver operation of train
To trigger braking equipment.When ATP system detects that train when X0 position and speed reaches the super threshold value of V0, will trigger immediately
EB exports emergency brake signal, control train braking parking to vehicle.Under tramcar environment, emergency braking is that have very much
Effect, after EB applies, great acceleration change can be brought at the end of slowing down fast, it is likely that cause passenger injured.ATP system
System frequently triggers EB in order to prevent, improves the stationarity of train operation, ensures the safety by bus of passenger, reduces EB to vehicle arrangement
Bring loss.ATP system joined additional two curves on the basis of emergency braking curve, and one bent for ATP alarm
Line, another is tramcar SB service braking curve, and in the position X0, the speed limit of SB curve will be lower than the speed limit of EB curve,
The speed limit of alarm curve is then lower than the speed limit of SB curve.The speed limit value of alarm curve and SB curve can be calculated by following formula:
VWarning=V0-MarginWarning
VSB=V0-MarginSB (18)
MarginWarningRepresent the threshold value between alarm curve and EB curve, MarginSBIt represents between SB curve and EB curve
Threshold value, the selection of threshold value can define according to actual project demands, and the threshold value of SB need to be according to the service braking rate of actual vehicle
It is calculated, the threshold value for alerting curve does not have special limitation.
(2.1), when the real-time speed of tramcar is more than alarm rate curve, ATP system will trigger train hypervelocity
Buzzer (lasting enhancing) is alerted, the alarm of buzzer will be continued for, until train speed is reduced to alarm speed limit or less.
ATP system will record this alarm behavior simultaneously.
(2.2), when the real-time speed of tramcar is more than SB curve, ATP system will trigger the service braking of train
(SB), train hypervelocity alarm buzzer and is simultaneously triggered.When service braking applies, if driver has pressed on bridge
Release of brake button, if that train speed is higher than SB alleviation speed at this time, then ATP continues to apply service braking to train,
Once train speed alleviates speed lower than SB, then SB is discharged, train keeps the speed to run, and driver restores the driving to train
Power；If train speed is lower than SB alleviation speed at this time, ATP releases immediately the SB applied to vehicle, driver's recovery pair later
The driving of train is weighed.If driver does not press release of brake button, then SB can be continually applied to train during SB applies
Parking, during which driver does not weigh the driving of train.ATP system will record this SB behavior simultaneously.
(2.3), when the real-time speed of tramcar is more than EB curve, ATP system will trigger the emergency braking of train
(EB), train hypervelocity alarm buzzer and service braking and are simultaneously triggered, the EB on bridge, which applies lamp, can also light.Urgent system
When dynamic application, if driver has pressed the release of brake button on bridge, if that train speed is higher than EB at this time
Alleviate speed, then ATP continues to apply the emergency brake to train, once train speed alleviates speed lower than EB, then discharges EB, train
The speed is kept to run, driver restores the driving to train and weighs；If speed is alleviated lower than EB in train speed at this time, ATP is vertical
The EB applied to vehicle is discharged, driver restores the driving power to train later.If driver does not press during EB applies
Release of brake button is pressed, then EB can be continually applied to Train Stopping, and during which driver does not weigh the driving of train.ATP system simultaneously
System will record this EB behavior.
(2.4), specified otherwise is needed, when train reads the trackside beacon for representing disable signal, ATP can be identified as
Train swarms into disable signal region, can trigger SB at once.And release of brake button is pressed in SB moderating process, is that can not delay
SB is solved, only after Train Stopping, then presses release of brake button, SB can just be alleviated.In this case, work as ATP
After applying SB, if detecting that SB fails after a certain period of time, EB can be applied at once.Similarly, it is pressed in EB moderating process
Release of brake button can not alleviate EB, only after Train Stopping, then press release of brake button, EB can just be delayed
Solution.
As shown in Figure 1, the ATP system for tramcar in present example includes on-vehicle host, vehicle-mounted DMI, vehicle
The part such as beacon antenna, velocity sensor, ATP button, ATP indicator light, trackside active beacon and passive tag is carried to form.
On-vehicle host is the core equipment of tramcar operation control, has positioning, operation management, route request, crossing
Preferentially, the functions such as train protection, fault warning, and with vehicle-mounted human-computer interaction interface, train speed sensor, beacon antenna, vehicle
The equipment such as emergency braking module are connected.
Vehicle-mounted beacon antenna in specific implementation, using in tramcar both ends headstock, respectively installs a beacon antenna
Deployment way, two nearest headstock distances of day line-spacing are consistent, when the activation of certain one end headstock, beacon antenna belonging to the headstock
It will be active.
In specific implementation, at tramcar both ends, headstock respectively installs one to vehicle-mounted DMI, when the activation of certain one end headstock,
Vehicle-mounted DMI belonging to the headstock will be active.
Velocity sensor in specific implementation, uses altogether three velocity sensors, respectively loaded on before tramcar
On three brake axles of headstock, rear headstock and middle compartment, wherein two axis of front and back headstock are simultaneously axis of traction, velocity pick-up
Device can acquire the speed pulse signal from different three wheel shafts in real time.
Trackside beacon is laid in orbit, the necessary line information of storage inside, in specific implementation, using two one
The mode of group is laid, and is mutually redundant, to meet the demand for security of SIL2 rank.
ATP button includes that release of brake button and ATP cut off button, is deployed in the driver at train both ends in specific implementation
On bridge, two headstocks are respectively provided with an ATP release of brake button and an ATP excision button.
ATP status lamp and EB apply lamp, are deployed on the driver driving platform at train both ends in specific implementation, two headstocks
It is respectively provided with an ATP status lamp and an EB applies lamp.
Tramcar realizes the positioning on track circuit by the way of " beacon+velocity sensor ".Inside on-vehicle host
The line map data of storage track route, track are laid with trackside beacon, the route of the beacon internal reservoir position on along the line
Information, such as route distance.When train passes through some beacon, beacon antenna will receive the data from beacon, on-vehicle host root
According to the accurate bootstrap information received, refresh the positioning of train.After leaving beacon, on-vehicle host by connecing in real time from velocity sensor
The speed pulse signal received calculates the speed and displacement of train, realizes the positioning in the region between beacon.By using beacon
Form calibrates the exact position of a train, prevents velocity sensor due to wheel shaft after making the every form a distance of tramcar
Position error caused by the reasons such as idle running, skidding, abrasion, it is possible to provide positioned by reliable and accurate train.On-vehicle host is completed
After positioning, corresponding speed limit, front signal state, route information, system mode etc. are sent to DMI, completed to tramcar
The data of driver show that assist driver drives.Above-mentioned tramcar vehicle control syetem framework, provides height for train operation
Stable and highly reliable positioning method, can reach SIL2 level security standard, protect solution to provide base for train operation
Plinth.
Passive tag in static speed limit area lays the deployment as shown in figure 3, for ATP trackside passive tag, specific real
Apply it is middle laid by the way of two one group, at a distance of 3m between two passive tags.When static speed limit area EB triggering speed limit value is
When 13km/h, according to the calculating of tramcar parameter and line parameter circuit value in actual items, before beacon will be laid in speed limit area starting point
The position of square 205m.The information in speed limit area will be by software and cd-rom recorder burning in passive tag, and survey is utilized after burning
Trial work tool verifies the correctness of the data.
Active beacon in dynamic speed limit area is laid as shown in Figure 4.Deployment for ATP trackside active beacon, it is specific real
Apply it is middle laid by the way of two one group, at a distance of 3m between two passive tags.Since active beacon is needed through trackside signal
Machine power supply, and semaphore state may change in real time, to ensure that train receives the live signal state of front signal machine, therefore
Beacon will be laid in the closer position of distance signal machine, the position for being 15m in front of track switch in above-described embodiment.The information in speed limit area
Will be by software and cd-rom recorder burning in no active beacon, and the correct of the data is verified using testing tool after burning
Property.
The velocity-distance graph of ATP system train actual motion after triggering emergency brake command as shown in figure 5, its
In, x is current location point, and xc is the goal constraint point (stop or speed limit point) of train operation ahead.Wherein, x to xt1 is vehicle
Traction the excision stage, xt1 to xt2 emergency braking establishment stage, xt2 to xc be the emergency braking stage.In the specific reality of upper figure
It applies in example, speed limit value of the tramcar at Vc is 0, according to the formula of key point 3, brings tramcar design parameter and route into
Information is calculated, and be can be obtained and is triggered curve in emergency braking of the train in this speed limit guard plot, i.e., in figure shown in dotted line.From this
It is found that as train distance Vc point 89m, the operating speed of tramcar should be less than being equal to 38km/h dotted line.When train here
Speed be greater than 38km/h when, ATP will trigger EB, it is ensured that train can be in Vc point front reduction gear to 0km/h.
The logic of ATP overspeed protection passes through as shown in fig. 6, ATP will monitor the kinetic energy change situation in train operation in real time
The real-time calculating speed of the pulse signal that velocity sensor receives, and vehicle parameter is combined to calculate train momentum, when real-time kinetic energy is super
When crossing kinetic energy of the train EB triggering curve at X, ATP will trigger EB, and continue to monitor the kinetic energy change situation of train, if column
Vehicle is restored to not super state, then driver can discharge EB by pressing release of brake button.
When the real-time speed of tramcar is more than alarm rate curve, ATP system will trigger train hypervelocity alarm bee
It rings device (lasting enhancing), the alarm of buzzer will be continued for, until train speed is reduced to alarm speed limit hereinafter, such as Fig. 7
It is shown.ATP system will record this alarm behavior simultaneously.ATP_Warning is the hypervelocity that ATP system is exported to vehicle in figure
Alarm signal, Authorized Speed are that the ATP of tramcar authorizes travel speed, value ratio of the speed in case study on implementation
Exceed the speed limit the low 1km/h of speed limit value alerted.
As shown in figure 8, ATP system will trigger the common of train when the real-time speed of tramcar is more than SB curve
It brakes (SB), and triggers train hypervelocity alarm buzzer simultaneously.As shown in Fig. 8 left figure, when service braking applies, if driver presses
The release of brake button on bridge is pressed, if that train speed is higher than SB and alleviates speed at this time, then ATP continues pair
Train applies service braking, once train speed alleviates speed lower than SB, then discharges SB, train keeps the speed to run, driver
Restore the driving to train to weigh；If speed is alleviated lower than SB in train speed at this time, ATP is released immediately to vehicle application
SB, driver restores the driving power to train later.As shown in Fig. 8 right figure, if driver does not press compacting during SB applies
Dynamic to alleviate button, then SB can be continually applied to Train Stopping, and during which driver does not weigh the driving of train.ATP system will simultaneously
It will record this SB behavior.
As shown in figure 9, ATP system will trigger the urgent of train when the real-time speed of tramcar is more than EB curve
It brakes (EB), and triggers train hypervelocity alarm buzzer and service braking simultaneously, the EB on bridge, which applies lamp, can also light.Such as
Shown in Fig. 9 left figure, when emergency braking applies, if driver has pressed the release of brake button on bridge, if that
Train speed is higher than EB alleviation speed at this time, then ATP continues to apply the emergency brake to train, once train speed is alleviated lower than EB
Speed then discharges EB, and train keeps the speed to run, and driver restores the driving to train and weighs；If train speed is lower than at this time
EB alleviates speed, then ATP releases immediately the EB applied to vehicle, and driver restores the driving power to train later.Such as Fig. 9 right figure institute
Show, if driver does not press release of brake button, then EB can be continually applied to Train Stopping, during which during EB applies
Driver does not weigh the driving of train.ATP system will record this EB behavior simultaneously.
The scene that tramcar swarms into disable signal is as shown in Figure 10, after ATP applies SB, if detected after a certain period of time
It fails to SB, then EB can be applied at once.Release of brake button is pressed in EB moderating process, can not alleviate EB, only
After Train Stopping, then release of brake button is pressed, EB can just be alleviated.But if after ATP application SB in the response of SB
The speed of interior train drops to reasonable velocity amplitude, then ATP thinks that SB is effective, it will is continuously applied SB until train stops
Vehicle.After parking, driver can be confirmed and be discharged SB by pressing release of brake button, restore normal driving.
In specific implementation, to the failure behaviour of beacon antenna, ATP positions the accuracy calibrated to be unable to ensure train,
The operation for applying EB immediately, and outputting alarm signal will be taken, buzzer is triggered, to ensure the safety of train.It is single when occurring
When speed mileage meter fails, ATP will not trigger EB, and ATP system can continue to obtain from remaining two velocity sensors
Speed and displacement, realize the lasting reckoning to train position.When there are two or whole speed mileage meter failures, train is remained to
Enough by beacon antenna read by way of beacon alignment position, but lose after calibrating position, continue the abilities such as DR position.
In specific implementation, after two or the failure of whole velocity sensor, ATP will trigger buzzer, train to outputting alarm signal
It can continue to normally travel 30 minutes, in 30 minutes, driver can stop nearest platform to evacuate passenger, work as Train Stopping
When, ATP will apply EB.If train driving does not stop yet after 30 minutes, ATP will apply EB operation immediately, to ensure train
Safety.Two kinds of above-mentioned failure modes, any one EB that all not can be relieved triggering ATP.Once occurred, driver needs
It is got in touch with control centre, under the premise of artificially confirmation safety, excision ATP enters degraded mode, drives train Hui Ku.
The above description is merely a specific embodiment, but scope of protection of the present invention is not limited thereto, any
Those familiar with the art in the technical scope disclosed by the present invention, can readily occur in various equivalent modifications or replace
It changes, these modifications or substitutions should be covered by the protection scope of the present invention.Therefore, protection scope of the present invention should be with right
It is required that protection scope subject to.
Claims (10)
1. a kind of ATP system for tramcar, which is characterized in that the ATP system includes on-vehicle host, vehicle-mounted beacon day
Line, vehicle-mounted DMI, ATP button and ATP indicator light, velocity sensor and trackside beacon, the on-vehicle host are separately connected vehicle-mounted
DMI, velocity sensor, vehicle-mounted beacon antenna and ATP button and ATP indicator light, the trackside beacon pass through vehicle-mounted beacon day
Line connects on-vehicle host；
The on-vehicle host is the core equipment of tramcar operation control, is asked for realizing positioning, operation management, route
It asks, crossing priority, train protection and fault warning；
When vehicle-mounted beacon antenna inswept trackside beacon in set distance, the two establishes communication, and carries out safe
Data interaction；
The vehicle-mounted DMI shows that the train position sent by on-vehicle host, train status, train speed and failure are accused to driver
Alert information, provides operation plan, real-time speed, security alarm and device status information, assist driver for the driving for driver
Safe driving；
The velocity sensor is mounted on the different wheel shaft of tramcar, for acquiring and to on-vehicle host transmission speed arteries and veins
Signal is rushed, the on-vehicle host calculates the real-time running speed and displacement of train according to the pulse signal received, differentiates train
The skidding or idle running situation of wheel.
2. a kind of ATP system for tramcar according to claim 1, which is characterized in that the trackside beacon
It lays in orbit, storage inside line information, the trackside beacon include active beacon and passive tag, and described has
Source beacon refers to that the beacon for having and receiving external input function, the passive tag refer to the letter for not having and receiving external input function
Mark.
3. a kind of ATP system for tramcar according to claim 2, which is characterized in that the ATP system is logical
The mode for crossing passive tag carrys out secure location information to tramcar transmission lines static state overspeed protection area, for same speed limit
Area lays two passive tags, and the information in same speed limit area is stored in two passive tags, will be by when tramcar passes through
It is motivated to vehicle-mounted beacon antenna, sends speed limit area information to train.
4. a kind of ATP system for tramcar according to claim 3, which is characterized in that the static hypervelocity
Guard plot refers to the constant region of route the preceding paragraph speed limit, in this area only unique and constant speed limit, described two
Passive tag is at a distance of Δ Xtag, under normal circumstances, two passive tags work at the same time, and ATP system will read that with newest
Overspeed protection is carried out to train subject to a bootstrap information；When there is the failure of beacon, train will beacon number to read
Overspeed protection is carried out subject to, and can pass through Δ XtagIt is unread to second beacon when, issued to driver and control centre
Lose the alarm of beacon；If same group of beacon is not all read, beacon stealing alarm can be equally triggered.
5. a kind of ATP system for tramcar according to claim 2, which is characterized in that the ATP system is logical
The mode for crossing active beacon comes secure location information to tramcar transmission lines dynamic overspeed guard plot, the active letter
Mark sends different information to tramcar according to different situations；For same speed limit guard plot lay two active beacons, two
The information that same speed limit area is stored in a active beacon will be motivated when tramcar passes through by vehicle-mounted beacon antenna, to
Train sends speed limit area information.
6. a kind of ATP system for tramcar according to claim 5, which is characterized in that the dynamic overspeed
Guard plot is then that several different speed limit values are had for a certain region, and speed limit value depends on anti-for the operation under different situations
Shield demand, the active beacon internal needle encodes input, and connects the signal controlling machine of trackside, works as signal controlling machine
When current signal condition is sent to active beacon, difference of the active beacon according to input, the corresponding data letter of selection transmission
Breath, wherein current signal condition includes straight trip, left/right rotation, forbids, transition, when the inswept active beacon of vehicle-mounted beacon antenna,
Data information is received, and is sent to on-vehicle host, on-vehicle host is enable to get the state of front signal machine and route.
7. a kind of ATP system for tramcar according to claim 6, which is characterized in that active described in two
Beacon is at a distance of Δ Xtag, under normal circumstances, two active beacons work at the same time, and ATP system will be with the newest beacon read
Overspeed protection is carried out to train subject to data, when there is a beacon failure, train will be with that bootstrap information read
Standard carries out overspeed protection, and can pass through Δ XtagIt is unread to second beacon when, issue and lose to driver and control centre
The alarm of beacon；If same group of beacon is not all read, beacon stealing alarm can be equally triggered；When front signal machine is straight trip
When signal, signal controlling machine sends the speed-limiting messages of speed limit 1 to active beacon, when front signal machine is right turn signal, signal
Control machine sends the speed-limiting messages of speed limit 2 to active beacon, when front signal machine is disable signal, controls machine to active beacon
The information stopped immediately is sent, i.e. train can not cross the switch zones of protection；
For two active beacons of same speed limit guard plot, input to the same data source should generate different output.
8. a kind of ATP system for tramcar according to claim 1, which is characterized in that the ATP button cloth
It is placed on driver driving platform or human-computer interaction interface DMI, cut off button including release of brake button and ATP: the braking is slow
The equipment that button alleviates EB and SB for driver is solved to be able to confirm that and discharge when train speed, which is reduced to, alleviates speed or less
The train braking of ATP triggering；The ATP excision button is used to encounter special circumstances when train, needs do not triggering SB or EB
In the state of cut off ATP when driving.
9. a kind of ATP system for tramcar according to claim 1, which is characterized in that the ATP indicator light
It is arranged on driver driving platform or human-computer interaction interface DMI, including ATP status lamp and EB apply lamp, the ATP status lamp is used
In the working condition of display ATP system, the EB applies lamp and is used to indicate whether current ATP outputs emergency braking EB.
10. a kind of ATP system for tramcar according to claim 1, which is characterized in that the ATP system
According to the mechanical property of train, kinematics model of train during emergency braking is built, determines train in braking process
The parameter in each stage shifts energy variation formula of train during emergency braking onto, and count based on law of conservation of energy
The threshold speed of the kinetic energy change of first final states and protection point speed limit Train No overtaking during calculation train emergency braking；
The ATP system judges whether safety then needs to apply immediately urgent the current kinetic energy of train if there is super state
Braking, protects train operation；If believed close to super state when being more than alarm speed limit to driver's outputting alarm
Breath triggers conventional brake when being more than conventional brake speed limit；When speed because EB or SB is reduced, after being restored to safe speed, department
Machine executes the alleviation to EB or SB by way of bridge push button, and operation train continues to run；
The ATP system real-time monitoring itself and each equipment state, when the failure for occurring may cause ATP system failure occurs
When, to driver's outputting alarm, and driver's safety time of setting is given, driver is allowed calm can to stop in website within the time
Vehicle immediately applies EB after tramcar parking or beyond safety time to evacuate passenger, it is ensured that train will not be non-security
In the state of continue to run.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811474272.XA CN109367584A (en) | 2018-12-04 | 2018-12-04 | A kind of ATP system for tramcar |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811474272.XA CN109367584A (en) | 2018-12-04 | 2018-12-04 | A kind of ATP system for tramcar |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN109367584A true CN109367584A (en) | 2019-02-22 |
Family
ID=65375695
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201811474272.XA Pending CN109367584A (en) | 2018-12-04 | 2018-12-04 | A kind of ATP system for tramcar |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN109367584A (en) |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110281985A (en) * | 2019-03-19 | 2019-09-27 | 卡斯柯信号有限公司 | A kind of superhigh-speed magnetic hovertrain operation control system and method |
| CN110304112A (en) * | 2019-07-05 | 2019-10-08 | 上海电气泰雷兹交通自动化系统有限公司 | The method and train that train positioning restores position the method established for the first time |
| CN112249096A (en) * | 2020-09-14 | 2021-01-22 | 南京铁道职业技术学院 | Accurate parking method for urban rail transit station |
| CN112550365A (en) * | 2020-12-12 | 2021-03-26 | 卡斯柯信号有限公司 | Step type safety control curve design method for tramcar overspeed safety protection |
| CN113320570A (en) * | 2021-06-01 | 2021-08-31 | 中车唐山机车车辆有限公司 | Bogie instability control method and device, train and storage medium |
| TWI760261B (en) * | 2021-07-14 | 2022-04-01 | 交通部臺灣鐵路管理局 | Train speed monitoring system |
| WO2023050527A1 (en) * | 2021-09-28 | 2023-04-06 | 卡斯柯信号有限公司 | Train braking control method supporting multi-stage deceleration, device and storage medium |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20070250225A1 (en) * | 2006-04-24 | 2007-10-25 | Nickles Stephen K | Method of forecasting train speed |
| CN102514602A (en) * | 2011-12-29 | 2012-06-27 | 浙江网新中控创新技术研究开发有限公司 | Method and system for planning and controlling train travelling speed |
| CN102897193A (en) * | 2012-09-19 | 2013-01-30 | 卡斯柯信号有限公司 | Automatic train protection method based on energy conservation principle |
| CN104504235A (en) * | 2014-11-20 | 2015-04-08 | 上海富欣智能交通控制有限公司 | Gravity working calculation method and excess kinetic energy judging method in automatic train energy protection (ATP) |
| CN105196990A (en) * | 2014-01-24 | 2015-12-30 | 浙江众合科技股份有限公司 | Braking control method for train |
| CN105667544A (en) * | 2016-01-05 | 2016-06-15 | 卡斯柯信号有限公司 | Automatic protection system for tramcar |
| CN206819579U (en) * | 2017-03-14 | 2017-12-29 | 河南星源信息技术有限公司 | A kind of vehicle-mounted DMI simulated maneuvers devices of EMUs ATP |
| CN108183753A (en) * | 2017-12-22 | 2018-06-19 | 合肥工大高科信息科技股份有限公司 | A kind of rail transportation vehicle-mounted BTM automatization test systems and method |
-
2018
- 2018-12-04 CN CN201811474272.XA patent/CN109367584A/en active Pending
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20070250225A1 (en) * | 2006-04-24 | 2007-10-25 | Nickles Stephen K | Method of forecasting train speed |
| CN102514602A (en) * | 2011-12-29 | 2012-06-27 | 浙江网新中控创新技术研究开发有限公司 | Method and system for planning and controlling train travelling speed |
| CN102897193A (en) * | 2012-09-19 | 2013-01-30 | 卡斯柯信号有限公司 | Automatic train protection method based on energy conservation principle |
| CN105196990A (en) * | 2014-01-24 | 2015-12-30 | 浙江众合科技股份有限公司 | Braking control method for train |
| CN104504235A (en) * | 2014-11-20 | 2015-04-08 | 上海富欣智能交通控制有限公司 | Gravity working calculation method and excess kinetic energy judging method in automatic train energy protection (ATP) |
| CN105667544A (en) * | 2016-01-05 | 2016-06-15 | 卡斯柯信号有限公司 | Automatic protection system for tramcar |
| CN206819579U (en) * | 2017-03-14 | 2017-12-29 | 河南星源信息技术有限公司 | A kind of vehicle-mounted DMI simulated maneuvers devices of EMUs ATP |
| CN108183753A (en) * | 2017-12-22 | 2018-06-19 | 合肥工大高科信息科技股份有限公司 | A kind of rail transportation vehicle-mounted BTM automatization test systems and method |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110281985A (en) * | 2019-03-19 | 2019-09-27 | 卡斯柯信号有限公司 | A kind of superhigh-speed magnetic hovertrain operation control system and method |
| CN110304112A (en) * | 2019-07-05 | 2019-10-08 | 上海电气泰雷兹交通自动化系统有限公司 | The method and train that train positioning restores position the method established for the first time |
| CN112249096A (en) * | 2020-09-14 | 2021-01-22 | 南京铁道职业技术学院 | Accurate parking method for urban rail transit station |
| CN112550365A (en) * | 2020-12-12 | 2021-03-26 | 卡斯柯信号有限公司 | Step type safety control curve design method for tramcar overspeed safety protection |
| CN113320570A (en) * | 2021-06-01 | 2021-08-31 | 中车唐山机车车辆有限公司 | Bogie instability control method and device, train and storage medium |
| CN113320570B (en) * | 2021-06-01 | 2022-07-26 | 中车唐山机车车辆有限公司 | Bogie instability control method and device, train and storage medium |
| TWI760261B (en) * | 2021-07-14 | 2022-04-01 | 交通部臺灣鐵路管理局 | Train speed monitoring system |
| WO2023050527A1 (en) * | 2021-09-28 | 2023-04-06 | 卡斯柯信号有限公司 | Train braking control method supporting multi-stage deceleration, device and storage medium |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN109367584A (en) | A kind of ATP system for tramcar | |
| US10730539B2 (en) | System and method for controlling a vehicle system | |
| US20240051587A1 (en) | Automatic driving methods, vehicle on-board controllers, traffic control integrated automation systems, and zone controllers | |
| CN101480962B (en) | Speed controlling method for running of combined train | |
| US9610948B2 (en) | Movement detection system and method | |
| US7447571B2 (en) | Method of forecasting train speed | |
| CN103754229B (en) | The throttle of individual distributed power locomotives in railroad train and the control of braking maneuver | |
| CN102582609B (en) | Train safety protective method for automatically adjusting braking force service factors of motor train unit | |
| CN107161097A (en) | Vehicle running intelligent security system based on triones navigation system | |
| CN104080683A (en) | Deceleration factor estimation device and drive assistance device | |
| CN1321023C (en) | Automobile intelligent anticollision system | |
| NO322797B1 (en) | Anti-collision and anti-derailment safety system for rail | |
| CN106803359A (en) | Emergency method for early warning and system based on front truck driving information in the same direction | |
| CN109318940A (en) | Train automatic Pilot method, apparatus and system | |
| CN105575114B (en) | A kind of tramcar intersection is made a dash across the red light warning system and alarm implementation method | |
| CN110395276A (en) | Control method and system for detecting braking force of vehicle | |
| CN110232839A (en) | A kind of errant vehicle inducible system and method for the long descending section of mountainous area highway | |
| CN101126817A (en) | Train windbreak safe monitoring, controlling method and its device | |
| JP3300915B2 (en) | Train control system | |
| WO2024099136A1 (en) | Tramcar safety protection apparatus and control method and apparatus therefor, and medium | |
| CN104105630A (en) | Decelerating factor-estimating device | |
| CN110435664A (en) | Vehicle runs reminding method and device | |
| CN114604298B (en) | Train safety protection method and device in RM mode, vehicle-mounted equipment and medium | |
| CN116279694B (en) | Rail car operation control and safety auxiliary system | |
| JPH106994A (en) | Railroad crossing controller |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |