CN109606429B - System design method based on track traffic bulb line - Google Patents
System design method based on track traffic bulb line Download PDFInfo
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- CN109606429B CN109606429B CN201811505547.1A CN201811505547A CN109606429B CN 109606429 B CN109606429 B CN 109606429B CN 201811505547 A CN201811505547 A CN 201811505547A CN 109606429 B CN109606429 B CN 109606429B
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- 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 vehicle trains
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- 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
- B61L27/20—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation
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- 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
- B61L27/20—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation
- B61L2027/204—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation using Communication-based Train Control [CBTC]
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Abstract
The invention provides a system design method based on a track traffic light bulb line, which comprises the following steps: taking the inflection point of a bulb line as a next or previous link object in a link relation of sections on two sides of the inflection point in a CBTC system; based on the link relation, the CBTC searches the next or previous link object of the section where the train is currently located according to the running direction of the train. The method can also effectively calculate the train envelope crossing the inflection point and judge the consistency of the train running direction and the direction of the signal machine, the train stop and the like, thereby reducing the signal machine approaching calculation error and the MA calculation error. The design method enables the CBTC system to support the bulb line, and improves the operation capacity of the CBTC system.
Description
Technical Field
The invention relates to a line planning technology in the field of rail transit, in particular to a system design method based on a track traffic bulb line.
Background
The bulb line is in a shape of a circuit diagram like a bulb and is used for completing steering of a train, the action is similar to that of a return rail, the return rail cannot meet the condition that only a single-end train completes steering, and the bulb line can complete single-end steering without switching or even stopping. The light bulb wire is useful for passenger trains and freight trains, and can help the trains to complete reversing especially when the trains only have one-way driving platforms. Fig. 1 shows a schematic structural diagram of a circular roundabout lane at a south wharf station of new york subway, and as shown in the figure, the circular roundabout lane is a bulb line.
When a train passes through a certain point of the bulb line, the running direction of the train can change, the point is temporarily called as an inflection point, namely, when the train passes through the inflection point, the running direction of the train can change. According to the existing static line description mode, when describing static topology, the forward direction specified in the CBTC system is from left to right, the downlink forward direction of the operation specified line, namely from left to right or the uplink forward direction, namely from right to left, the train running direction is reported according to the operation direction, the CBTC system determines whether the train running direction is forward or reverse in the CBTC system according to the uplink and downlink direction specified by the operation, namely the downlink is forward or the uplink is forward. However, when there is a bulb line and an inflection point, it can occur in the existing methods inside the CBTC system: the link relation of the sections on two sides of the inflection point is difficult to determine and describe, the envelope calculation when the train envelope spans the inflection point is difficult to realize, whether the train direction is consistent with the direction of other equipment such as a signal machine or not cannot be judged, and the like.
Disclosure of Invention
In order to solve the technical problems in the prior art, the invention provides a system design method based on a track traffic light bulb line.
A system design method based on a track traffic bulb line, the method comprises the following steps:
taking the inflection point of a bulb line as a next or previous link object in a link relation of sections on two sides of the inflection point in a CBTC system;
based on the link relation, the CBTC searches the next or previous link object of the section where the train is currently located according to the running direction of the train.
Further, the CBTC system finding the next or previous link object of the current train section according to the train moving direction includes: when the next or previous link object is a section, the section is the next or previous section of the section where the train is currently located; and/or when the next or last link object is an inflection point, looking up sections on two sides of the inflection point, wherein the section where the train is currently located is one of the sections on two sides of the inflection point, and the other section is the next or last section of the section where the train is currently located.
Further, the CBTC system calculates a train envelope based on the method, the calculating the train envelope including: when the train envelope does not cross the inflection point, searching the envelope between the minimum safe tail end and the maximum safe front end of the train according to the running direction of the train; and/or when the train envelope spans the inflection point, searching the envelope between the minimum safe tail end of the train and the inflection point according to the running direction of the train, and searching the envelope between the inflection point and the maximum safe front end of the train according to the opposite running direction of the train.
Further, the CBTC judges the consistency of the train running direction and the direction of the signal machine based on the method.
Further, the CBTC judging the consistency of the train running direction and the signal machine direction based on the method comprises the following steps: configuring the uplink and downlink directions of a first section at the inner side of the annunciator in the CBTC as the static direction of the annunciator; judging the number of inflection points required to pass when the train runs to the section where the signal machine is located and the current running direction of the train; and on the basis of the judgment result, carrying out consistency judgment on the train running direction and the direction of the signal machine.
Further, the CBTC judges the consistency of the train running direction and the train bumper protection direction based on the method.
Further, the CBTC judging the consistency of the train running direction and the train bumper protection direction based on the method comprises the following steps: configuring the uplink and downlink direction of a section where a vehicle bumper is located in a CBTC (communication based train control) system as a static direction of the vehicle bumper protection direction; and judging the consistency of the guard direction of the train bumper and the running direction of the train.
Further, the CBTC judges the consistency of the train running direction and the protection section direction based on the method.
Further, the CBTC system determining the consistency between the train running direction and the protection zone direction based on the method includes: configuring the uplink and downlink direction of a section where a protection section is located in a CBTC (communication based train control) system as the static direction of the protection section; and judging the consistency of the direction of the protection section and the running direction of the train.
The system design method of the invention takes the inflection point in the bulb line as a link object in the CBTC system, describes and determines the link relation of the sections at two sides of the inflection point, realizes that the trains positioned in the sections at two sides of the inflection point effectively search the next or previous section in the train running direction, can effectively calculate the train envelope crossing the inflection point and judge the consistency of the train running direction with the directions of an annunciator, a train stop and the like, and reduces the approaching calculation error of the annunciator and the MA calculation error, thereby enabling the CBTC system to support the bulb line and improving the operation capacity of the CBTC system. Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
FIG. 1 shows a schematic structural diagram of a prior art circular roundabout for a New York subway south dock station;
FIG. 2 shows a schematic structural diagram of a light bulb line yard according to an embodiment of the present invention;
FIG. 3 is a flow chart of a system design method based on a track traffic light bulb line according to an embodiment of the invention;
fig. 4 is a schematic flow chart showing the judgment of the consistency between the train running direction and the traffic signal direction according to the embodiment of the invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be 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 some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Fig. 2 is a schematic structural diagram of a bulb line station according to an embodiment of the present invention, and as shown in the figure, two bulb lines exist in the station, and two inflection points exist at the same time, and the two inflection points are an inflection point GD-1 and an inflection point GD-2, respectively. If the train starts from a descending line 02111G and moves downwards, when the minimum safety end passes through GD-1, the running direction of the train is changed from the descending direction to the ascending direction; if the train starts from the uplink 02014G and moves upwards, when the minimum safety end passes through GD-2, the running direction of the train is changed from the uplink to the downlink. Since the static line data direction in the conventional CBTC system is defined as forward from left to right, the static topological link relationship as shown in fig. 3, i.e. the link relationship between left and right sections, is as follows: the left descending line is 02001G-02003G-02005G-02007G-02009G-02011G-02013G; the left upper line is 02002G-02004G-02006G-02008G-02010G-02012G-02014G; the right descending line is 02111G-02113G-02115G-02117G-02119G-02121G-02123G; the right ascending line is 02112G-02114G-02116G-02118G-02120G-02122G-02124G. The sections on two sides of the inflection point are in equal link relation, namely the sections on two sides of the inflection point are one above or one below each other, when the CBTC system runs to the sections on two sides of the inflection point, the next section running by the train cannot be determined, and errors occur in the CBTC system, so that the running safety of the train is influenced. Illustratively, based on inflection point GD-1, when the maximum safe front end of the train is in section 02123G, the train travels from section 02123G to section 02124G, while the train travel direction is down, so section 02124G is the next section of section 02123G; however, when the maximum safe front end of the train is at section 02124G, the train moves from section 02124G to section 02123G, which is opposite to the upstream direction specified by the line in the CBTC system, and the moving direction is also downstream, so that section 02123G is also the next section of section 02124G, and therefore, the train can move downstream from section 02123G to section 02124G, and can also move downstream from section 02124G to section 02123G. It should be noted that, when the train tail passes through the inflection point, the train can automatically switch the running direction. Similarly, taking inflection point GD-2 and its two side zones 02001G and 02002G as examples, when the train maximum safe front end is in zone 02002G, going from zone 02002G to zone 02001G, the train direction of travel is up, so zone 02001G is the last zone of zone 02002G; however, when the maximum safe front end of the train is in the zone 02001G, the train runs from the zone 02001G to the zone 02002G, and the running direction is also the upward direction at this time, which is opposite to the downward direction specified by the line in the CBTC system, the zone 02001G is also the previous zone of the zone 02002G, that is, the train can run upward from the zone 02002G to the zone 02001G, and the train can run upward from the zone 02001G to the zone 02002G.
Fig. 3 is a flow chart of a system design method based on a track traffic light bulb line according to an embodiment of the invention. As shown in the figure, in the system design method based on the track traffic bulb line circuit, firstly, in the CBTC system, the inflection point of the bulb line is used as a link object in the link relation of the sections on both sides of the inflection point; then based on the link relation, the CBTC searches the next or previous link object of the section where the train is currently located according to the running direction of the train. Since the sections on both sides of the inflection point must be two immediately adjacent sections in the train path, one section must be found from the other. In the method according to the embodiment of the present invention, the CBTC system searches for the next or previous link object in the current train location section according to the train operation direction as follows: when the next or previous link object of the current train section is a section, the section is the next or previous section of the current train section; when the next or last link object of the current train location zone is an inflection point, two zones on two sides of the inflection point are checked, if the current train location zone is one of the two zones on two sides of the inflection point, the other zone is the next or previous zone of the current train location zone. Illustratively, the train is located in a zone 02001G, the link object in the zone 02001G is an inflection point GD-2, zones on two sides of the inflection point GD-2 are viewed and found to be zones 02001G and 02002G, and the zone 02002G is the previous zone of the zone 02001G in which the train is currently located because the train is currently located in the zone 02001G.
Based on the method, the CBTC can effectively calculate the train envelope. The calculating the train envelope comprises: when the train envelope does not cross the inflection point, the searching direction can be uniquely determined according to the train running direction, namely the envelope between the minimum safe tail end and the maximum safe front end of the train is searched by taking the train running direction as the searching direction. At the moment, the train envelope calculation is consistent with the situation without a bulb line; when the train envelope spans the inflection point, the train envelope is divided into two parts: one part is the envelope from the minimum safety end of the train to the inflection point, and the other part is the envelope from the inflection point to the maximum safety front end of the train. The envelope from the minimum safe end of the train to the inflection point can uniquely determine the searching direction according to the running direction of the train, namely, the searching is carried out by taking the running direction of the train as the searching direction. And the correct searching direction of the envelope between the inflection point and the maximum safe front end of the train is opposite to the searching direction determined by the running direction of the train, namely the envelope between the inflection point and the maximum safe front end of the train is calculated from the inflection point and is searched in the opposite direction of the running of the train until a section where the maximum safe front end of the train is located is found. The maximum safe front end of the train refers to a position range of the front end of the train determined according to a train positioning data value calculated by a positive error and preset precision, and the train positioning data value calculated according to the positive error is larger than an estimated value of the front position of the train; the train minimum safe end refers to a train positioning data value calculated according to a negative error and a position range of the train end determined by preset precision, and the train positioning data value calculated according to the negative error is smaller than an estimated value of the train end position. For example, if the train envelope crosses the inflection point GD-1, the train minimum safe rear end is a section 02121G, the train coverage sections are 02121G, 02123G, 02124G and 02122G, and the train moving direction is downward, the train envelope coverage section is calculated as follows: the train envelope is divided into two parts: one part is an envelope from the minimum safety end of the train to the inflection point GD-1, and the other part is an envelope from the inflection point GD-1 to the maximum safety front end of the train. The envelope between the minimum safe end of the train and the inflection point GD-1 can uniquely determine the searching direction according to the running direction of the train, the train descends, the descending is forward according to the operation direction, therefore, the forward next link object is searched according to the section 02121G, and the next link object can be obtained to be the section 02123G; then, forward search is performed according to the section 02123G to obtain the next link object as the inflection point GD-1, the sections on both sides of the search inflection point GD-1 are the sections 02123G and 02124G, and since the section 02123G is searched in the previous step, the search in the present step obtains the next link object as the section 02124G, that is, the section 02124G is the next section of the section 02123G; then, since the correct searching direction of the envelope between the inflection point GD-1 and the maximum safe front end of the train is opposite to the searching direction determined by the train running direction, if the train runs downwards and the downwards running is forward, reverse searching or uplink searching is performed according to the section 02124G to obtain the last link object of 02124G as a section 02122G, so that the train envelope is obtained as sections 02121G, 02123G, 02124G and 02122G.
The method of the embodiment of the invention also realizes that the CBTC system judges the consistency of the train running direction, the direction of the signal machine, the direction of the protection section and the protection direction of the train bumper. Because the traffic signal is configured with the static direction, when the consistency of the train running direction and the traffic signal direction is judged, firstly, a static direction configuration principle of the traffic signal needs to be specified; in particular, when the traffic signal position coincides with an inflection point in the bulb line, it is necessary to specify whether the direction of the traffic signal is the line direction of the inner section or the line direction of the outer section. Fig. 4 is a schematic flow chart showing the judgment of the consistency between the train running direction and the traffic signal direction according to the embodiment of the invention. As shown in the figure, in the embodiment of the present invention, the traffic signal protection is an inner section, the inner first section is a first section of the traffic signal protection direction, and the uplink and downlink directions of the inner first section of the traffic signal are configured in advance in the CBTC system as the static direction of the traffic signal; judging the number of inflection points passing from the train to the middle of the signal machine and the current running direction of the train; and finally, judging the consistency of the train running direction and the direction of the signal machine based on the judgment result. The embodiment of the invention also configures the up-down direction of the section where the train bumper is positioned as the static direction of the train bumper protection direction, and carries out consistency judgment on the train bumper protection direction and the train running direction, and configures the up-down direction of the section where the protection section is positioned as the static direction of the protection section direction, and carries out consistency judgment on the protection section direction and the train running direction.
The system design method provided by the embodiment of the invention takes the inflection point in the bulb line as a link object in the CBTC system, describes and determines the section link relation on two sides of the inflection point, realizes that the trains positioned in the sections on two sides of the inflection point effectively search the next or previous section in the train running direction, can effectively calculate the train envelope crossing the inflection point and judge the consistency of the train running direction with the directions of an annunciator, a train stop and the like, and reduces the approaching calculation error of the annunciator and the MA calculation error, so that the CBTC system supports the bulb line, and the operation capacity of the CBTC system is improved.
Although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (7)
1. A system design method based on a track traffic bulb line is characterized by comprising the following steps:
taking the inflection point of a bulb line as a next or previous link object in a link relation of sections on two sides of the inflection point in a CBTC system;
based on the link relation, the CBTC searches the next or previous link object of the current section of the train according to the running direction of the train;
configuring the uplink and downlink directions of a first section at the inner side of a signal machine in a CBTC (communication based train control) system as the static direction of the signal machine;
judging the number of inflection points required to pass when the train runs to the section where the signal machine is located and the current running direction of the train;
and on the basis of the judgment result, carrying out consistency judgment on the train running direction and the direction of the signal machine.
2. The system design method according to claim 1, wherein the CBTC system finding the next or previous link object of the current section of the train according to the train moving direction comprises:
when the next or previous link object is a section, the section is the next or previous section of the section where the train is currently located; or
When the next or last link object is an inflection point, looking up sections on two sides of the inflection point, wherein the section where the train is currently located is one of the sections on two sides of the inflection point, and the other section is the next or last section of the section where the train is currently located.
3. The system design method of claim 1, wherein a CBTC system calculates a train envelope based on the method, the calculating a train envelope comprising:
when the train envelope does not cross the inflection point, searching the envelope between the minimum safe tail end and the maximum safe front end of the train according to the running direction of the train; or
When the train envelope spans the inflection point, searching the envelope between the minimum safe tail end of the train and the inflection point according to the running direction of the train, and searching the envelope between the inflection point and the maximum safe front end of the train according to the opposite running direction of the train.
4. The system design method according to claim 1, wherein the CBTC system judges the consistency of the train running direction and the guard direction based on the method.
5. The system design method according to claim 4, wherein the CBTC judging the consistency of the train running direction and the train bumper protection direction based on the method comprises the following steps:
configuring the uplink and downlink direction of a section where a vehicle bumper is located in a CBTC (communication based train control) system as a static direction of the vehicle bumper protection direction;
and judging the consistency of the guard direction of the train bumper and the running direction of the train.
6. The system design method according to claim 1, wherein the CBTC system judges the correspondence between the train running direction and the protection zone direction based on the method.
7. The system design method of claim 6, wherein the CBTC determining the consistency of the train movement direction and the protection zone direction based on the method comprises:
configuring the uplink and downlink direction of a section where a protection section is located in a CBTC (communication based train control) system as the static direction of the protection section;
and judging the consistency of the direction of the protection section and the running direction of the train.
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| CN201811505547.1A CN109606429B (en) | 2018-12-10 | 2018-12-10 | System design method based on track traffic bulb line |
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| CN111661112B (en) * | 2020-06-18 | 2022-05-31 | 湖南中车时代通信信号有限公司 | Opposite dispersion type train running direction adapting method and system |
| CN114074692A (en) * | 2020-08-13 | 2022-02-22 | 比亚迪股份有限公司 | Method for checking safety envelope and zone controller |
| CN112141176B (en) * | 2020-09-30 | 2022-07-22 | 青岛海信微联信号有限公司 | Mobile equipment searching method and equipment |
| CN114655280B (en) * | 2020-12-24 | 2022-12-09 | 比亚迪股份有限公司 | Train reversing control method and device and train |
| CN113548093B (en) * | 2021-07-28 | 2023-03-21 | 通号城市轨道交通技术有限公司 | Train running direction determining method and system |
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