CN109625032B - Non-communication vehicle operation method and control system without track occupation detection equipment - Google Patents
Non-communication vehicle operation method and control system without track occupation detection equipment Download PDFInfo
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- CN109625032B CN109625032B CN201811345454.7A CN201811345454A CN109625032B CN 109625032 B CN109625032 B CN 109625032B CN 201811345454 A CN201811345454 A CN 201811345454A CN 109625032 B CN109625032 B CN 109625032B
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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
Abstract
The embodiment of the invention discloses a non-communication train operation method and a control system of a trackless occupation detection device. After the target train is degraded to be a non-communication train, applying for planning a non-communication train path for the target train from TMC to ITS. And the TMC communicates with the target train after receiving the non-communication train path, and determines the running road section of the target train advancing each time section by section according to the real-time position of the target train, other trains in front of the target train on the non-communication train path and turnout resources. The target train advances according to the travel road sections determined section by TMC, so that the target train is guided to the destination of the fault train under the condition that the operation of the front train is not influenced, the operation safety of the non-communication train is ensured, and the influence of the operation of other trains in the non-communication train line is reduced.
Description
Technical Field
The embodiment of the invention relates to the technical field of non-communication vehicle operation control, in particular to a non-communication vehicle operation method and a non-communication vehicle operation control system without a track occupation detection device.
Background
A traditional train operation control system (CBTC system) based on communication is key system equipment for ensuring train operation safety, realizing train operation command and train operation automation and improving transportation efficiency, and comprises a vehicle-mounted automatic protection subsystem (ATP), a vehicle-mounted automatic driving subsystem (ATO), a central and station train automatic monitoring subsystem (ATS), a ground ATP (ZC: zone controller), an interlocking CI, a data communication wired and wireless system DCS, a trackside equipment annunciator, a turnout, a shaft counter, a responder and the like. When the train is degraded due to faults or the train is a non-CBTC train, mixed transportation can be carried out at the interlocking level, and the position information of the degraded train/the non-CBTC train is obtained through the occupation of the axle counting section, so that the safe and normal operation of the whole train is ensured. However, the traditional CBTC system has a plurality of devices, complex interfaces and large workload of construction and maintenance of the devices. Therefore, the train operation control system (TCTCS) which takes the vehicle-mounted controller as the core and combines active identification is designed to optimize the system architecture, reduce trackside and station equipment and furthest shorten the train operation interval on the premise of ensuring the driving safety and high equipment reliability, and is an improvement and upgrade of the traditional CBTC signal system.
The TCTCTCS system is characterized by that on the basis of CBTC mobile block signal control system the trackside equipment of trackside ZC subsystem (zone controller), CI (interlocking equipment) and axle counter, etc. are cancelled from system structure, and the related functions are integrated into vehicle-mounted VOBC equipment, and the trackside equipment is equipped with object controller OC only for controlling turnout, and the modes of calculating movement authorization of train by ground ZC subsystem, controlling running and interval control of train and trackside CI route-handling in original CBTC system are improved, and changed into the mode of making self-operation planning by train according to running plan issued by centre, canceling route concept, and the train can independently apply for resources on the route and control resources, and utilize the mode of direct communication between train and train to directly obtain the information of position and running speed of front and rear trains and on-line other trains, and control speed of train so as to prevent train from colliding, And the tail is collided, so that the operation is safer, more reliable and more efficient.
However, the trackside equipment of a train operation control system (tctctcs system) with an on-board controller as a core has an object controller OC and a passive transponder. The train and each subsystem communicate and interact various information, but when the train is degraded due to faults or communication faults, other trains and subsystems cannot acquire the position information of the non-communication train through a communication system, and meanwhile, the position of the non-communication train cannot be provided beside a track due to the fact that the ground is not provided with an axle counting system.
In practical application, the inventor finds that after a train fault in the tctctcs system is degraded into a non-communication train, the non-communication train cannot perform information interaction with other trains and trackside equipment, which brings a safety problem to the operation of the train in a line, and meanwhile, the non-communication train also affects the operation of other trains in the line.
Disclosure of Invention
The invention aims to solve the problems that after the train fault in the TCTCTCS system is degraded into a non-communication train, the safety problem is brought to the running of the train in a line because information interaction with other trains and trackside equipment cannot be carried out, and the non-communication train also influences the running of other trains in the line.
In view of the above technical problems, an embodiment of the present invention provides a method for operating a non-communication vehicle without a track occupation detection device, including:
after receiving the information that the target train is degraded into the non-communication train, the trackside train management center TMC sends application information for planning a non-communication train path to reach a fault train destination for the target train to a scheduling command center ITS;
after the TMC receives the non-communication vehicle path sent by the ITS, determining a running road section of the target train running along the non-communication vehicle path section by section, and sending the determined running road section to the target train until the target train reaches the end point of the non-communication vehicle path;
the TMC sends the target vehicle to the destination of the fault train to an object controller OC on the non-communication vehicle path, and first prompt information of the non-communication vehicle path is unlocked;
each driving section is determined according to the current real-time position of the target train, turnout resources in front of the target train on the non-communication train path, the position of a front train corresponding to the nearest front train of the target train and the head-tail error allowance of the target train; and the current real-time position of the target train is obtained according to the UWB equipment arranged on the target train.
The embodiment provides a control system for the operation of a non-communication vehicle without a track occupation detection device, which comprises TMC, ITS and UWB devices arranged on each train, wherein the UWB devices are used for positioning the position of the train, and the upgrading or the degradation of the train does not influence the communication between the train and the TMC;
after receiving the information that the target train is degraded into the non-communication train, the trackside train management center TMC sends application information for planning a non-communication train path to reach a fault train destination for the target train to a scheduling command center ITS;
after the TMC receives the non-communication vehicle path sent by the ITS, determining a running road section of the target train running along the non-communication vehicle path section by section, and sending the determined running road section to the target train until the target train reaches the end point of the non-communication vehicle path;
the TMC sends the target vehicle to the destination of the fault train to an object controller OC on the non-communication vehicle path, and first prompt information of the non-communication vehicle path is unlocked;
each driving section is determined according to the current real-time position of the target train, turnout resources in front of the target train on the non-communication train path, the position of a front train corresponding to the nearest front train of the target train and the head-tail error allowance of the target train; and the current real-time position of the target train is obtained according to the UWB equipment arranged on the target train.
The embodiment of the invention provides a non-communication train operation method and a control system of a trackless occupation detection device, wherein each train is provided with a UWB device for positioning the train, and a trackside train management center TMC (train control center) is arranged, and the communication process of the train is not influenced by the upgrade or degradation of the train. After the target train is degraded to be a non-communication train, applying for planning a non-communication train path for the target train from TMC to ITS. And the TMC communicates with the target train after receiving the non-communication train path to obtain the real-time position of the target train, and determines the running section of the target train advancing each time section by section according to other trains in front of the target train on the non-communication train path and turnout resources until the target train runs to the destination of the fault train. The target train advances according to the travel road sections determined section by TMC, so that the target train is guided to the destination of the fault train under the condition that the operation of the front train is not influenced, the operation safety of the non-communication train is ensured, and the influence of the operation of other trains in the non-communication train line is reduced.
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 is a schematic flow chart of a method for operating a non-communication vehicle without a track occupancy detection device according to an embodiment of the present invention;
FIG. 2 is a schematic illustration of a planned non-communicating vehicle path provided by another embodiment of the present invention;
fig. 3 is a schematic diagram of a process for determining a driving section when a lead car of a target train exists on a non-communicating train path according to another embodiment of the present invention;
fig. 4 is a schematic diagram illustrating a process of processing a rear train behind the train 2 according to the traveling section when the train advances according to another embodiment of the present invention;
fig. 5 is a schematic diagram illustrating a process of processing a rear train behind the train 2 according to the traveling section when the train advances according to another embodiment of the present invention;
FIG. 6 is a schematic diagram of a determination process of a travel section for a switch resource application according to another embodiment of the present invention;
FIG. 7 is a schematic diagram of a determination process of a travel section for a switch resource application according to another embodiment of the present invention;
fig. 8 is a schematic process diagram of upgrading operation after the rear vehicle drives out of the non-communication vehicle path and establishes a communication connection with the front vehicle according to another embodiment of the present invention;
fig. 9 is a schematic process diagram of upgrading operation after the rear vehicle drives out of the non-communication vehicle path and establishes a communication connection with the front vehicle according to another embodiment of the present invention;
FIG. 10 is a schematic diagram of a determination process for a travel section without a front vehicle according to another embodiment of the present invention;
FIG. 11 is a schematic diagram of a determination process for a travel section without a front vehicle according to another embodiment of the present invention;
fig. 12 is a schematic diagram of a process for releasing non-communicating vehicle path resources when a rear vehicle of the train 2 does not exist on the train according to another embodiment of the present invention;
fig. 13 is a schematic diagram of a process for releasing non-communicating vehicle path resources when a rear vehicle of the train 2 does not exist on the train according to another embodiment of the present invention;
fig. 14 is a schematic diagram of a process for releasing non-communicating vehicle path resources when a rear vehicle of the train 2 does not exist on the train according to another embodiment of the present invention;
fig. 15 is a schematic diagram of a process for releasing non-communicating vehicle path resources when a rear vehicle of the train 2 does not exist on the train according to another embodiment of the present invention;
fig. 16 is a schematic diagram of a method for planning a route of a non-communication vehicle in the presence of a turn-back area according to another embodiment of the present invention;
fig. 17 is a schematic diagram of a method for planning a route of a non-communication vehicle in the presence of a turn-back area according to another embodiment of the present 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.
The invention provides a non-communication vehicle operation method without a track occupation detection device and a control system, which are complementary and perfected to the existing TCTCS system with a vehicle-mounted controller as a core. The control system is additionally provided with a Train side management Center (TMC) on the basis of a VBTC (visual basic control unit), and the TMC has the functions of communicating with a non-communication vehicle and planning a running road section for the non-communication vehicle. The TMC automatically plans a driving road section according to a non-communication vehicle route planned by a scheduling command center ITS in combination with the front and rear vehicle positions of the non-communication vehicle, and applies for turnout resources on the route. And the TMC acquires the position information of the front and rear vehicles of the non-communication vehicle in real time and updates the path of the non-communication vehicle and related resources on the path.
In addition, the train is provided with UWB equipment, the train positioning is realized through UWB wireless technology, the reliable train positioning information is sent to the central server, the position of the train is displayed through the central display, and information is provided for dispatching and monitoring of dispatching personnel. Meanwhile, train position information provided by UWB can be used for TMC to calculate non-communication vehicle paths and apply for resources on the non-communication vehicle paths.
Based on TMC and UWB, fig. 1 is a schematic flow chart of a method for operating a non-communication vehicle without a track occupancy detection device according to this embodiment, and with reference to fig. 1, the method includes:
101: after receiving the information that the target train is degraded into the non-communication train, the trackside train management center TMC sends application information for planning a non-communication train path to reach a fault train destination for the target train to a scheduling command center ITS;
102: after the TMC receives the non-communication vehicle path sent by the ITS, determining a running road section of the target train running along the non-communication vehicle path section by section, and sending the determined running road section to the target train until the target train reaches the end point of the non-communication vehicle path;
103: the TMC sends the target vehicle to the destination of the fault train to an object controller OC on the non-communication vehicle path, and first prompt information of the non-communication vehicle path is unlocked;
each driving section is determined according to the current real-time position of the target train, turnout resources in front of the target train on the non-communication train path, the position of a front train corresponding to the nearest front train of the target train and the head-tail error allowance of the target train; and the current real-time position of the target train is obtained according to the UWB equipment arranged on the target train.
The communication system between the TMC and the train is a set of communication system other than the communication system independent of vehicle-to-vehicle communication, the communication system between the train and the trackside equipment, and the communication system between the train and the control center. Therefore, the communication between the TMC and the train is not affected by whether the train is currently in the state of the communicating vehicle or the state of the non-communicating vehicle. When the train is degraded to a non-communicating train, the train cannot communicate with other trains or other subsystems in the operating system, but the train can still communicate with TMC. And when the TMC determines a running road section for the target train, the starting point of the running road section is the position. Since the train end of the target train precedes the position, the position serves as the starting point of the travel section, and safety of the non-communication train is ensured.
Specifically, TMC communicates with all trains online in real time, acquires train position information, and maintains online train sequence information and status information in real time. In the normal running process of the train-car communication train, if the train-car communication vehicle-mounted equipment breaks down, the train is braked and stopped emergently, the RM is prompted to be turned, a driver confirms the RM to be turned after confirming, and the train is stopped to wait for a dispatching instruction. TMC enables a backup mode for the faulty vehicle. The faulty train is not allowed to run in reverse.
The embodiment provides a non-communication vehicle operation method without a track occupation detection device, wherein each train is provided with a UWB device for positioning the train, and a trackside train management center TMC which is not influenced by train upgrading or degrading in the communication process with the train is arranged. After the target train is degraded to be a non-communication train, applying for planning a non-communication train path for the target train from TMC to ITS. And the TMC communicates with the target train after receiving the non-communication train path to obtain the real-time position of the target train, and determines the running section of the target train advancing each time section by section according to other trains in front of the target train on the non-communication train path and turnout resources until the target train runs to the destination of the fault train. The target train advances according to the travel road sections determined section by TMC, so that the target train is guided to the destination of the fault train under the condition that the operation of the front train is not influenced, the operation safety of the non-communication train is ensured, and the influence of the operation of other trains in the non-communication train line is reduced.
Fig. 2 is a schematic diagram of a planned non-communication vehicle path provided in this embodiment, referring to fig. 2, a train 1, a train 2, and a train 3 exist on a forward running line in a downlink direction, the train 2 is degraded to a non-communication vehicle due to a fault, TMC applies for planning the non-communication vehicle path for the train 2 to ITS, the planned non-communication vehicle path is shown as an uplink line corresponding to a thick dashed line in fig. 2, and the non-communication vehicle path extends from a position where the train 2 is located to a destination of the faulty train.
TMC stores periodic location information on the train 2 before the train 2 fails, and OC2 records that the train 2 is a non-communication train after the train 2 is degraded. The TMC calculates a non-communication vehicle path according to the positions of the front and rear vehicles of the faulty train 2, processes the non-communication vehicle path section by section according to a non-communication vehicle planned path issued by the ITS, and sends the estimated position/non-communication vehicle path to all OCs within the path range, and other trains can acquire the non-communication vehicle path information of the train 2 from the OCs (the TMC converts the non-communication vehicle path into position information and sends the position information to the OCs). Meanwhile, TMC sends the information that the front is the degraded vehicle to the rear vehicle 1, the train 1 is switched to the CM mode, the non-communication vehicle mode is tracked by manual driving, and a driver can operate according to active identification distance reference.
Further, on the basis of the above embodiment, after the TMC receives the non-communication vehicle path sent by the ITS, the method for determining, segment by segment, a travel segment on which the target train travels along the non-communication vehicle path, and sending the determined travel segment to the target train until the target train reaches the end point of the non-communication vehicle path includes:
after receiving the non-communication vehicle path, the TMC circularly executes section-by-section determination operation until the target train reaches the end point of the non-communication vehicle path;
wherein the segment-by-segment determining operation comprises:
after the target train runs to the end point of the last determined running road section or when the target train does not start running along the non-communication path, acquiring the current real-time position of the target train from the UWB equipment;
judging whether a train exists between the real-time position on the non-communication path and the end point of the non-communication vehicle path, if so, acquiring a front vehicle position corresponding to a front vehicle nearest to the target train;
if the application of each turnout resource on the non-communication path from the real-time position to the front vehicle position is successful or no turnout exists on the non-communication path from the real-time position to the front vehicle position, determining the tail position of the target train by the real-time position and the head-tail error allowance, determining the non-communication path from the tail position of the target train to the front vehicle position as the determined running road section, wherein the front vehicle position is the end point of the determined running road section, and sending the determined running road section to the target train.
For example, fig. 3 is a schematic diagram showing a determination process of a travel section when there is a preceding train of the target train on the non-communication train path, and referring to fig. 3, on the non-communication train path, the train 3 is a preceding train of the non-communication train 2 (target train), and a preceding train position is acquired. The tail position of the train 2 is the rearmost end of the dashed line enveloping the train 2. If the TMC successfully applies for the switch resource of the switch 1 to the zone controller OC2, the driving road section is a non-communication vehicle path from the tail position of the train 2 to the acquired front position, as shown by the thick black line in fig. 3.
Specifically, the process of guiding the train 2 into the failed train destination includes the following:
(1) the TMC sends a request for applying for a non-communication vehicle path to the ITS, and the ITS selects a required non-communication vehicle planned path (for example, a path corresponding to a thick black dotted line in fig. 2) according to a destination to which a required non-communication vehicle goes on a scheduling interface and sends the path to the TMC.
(2) When the TMC receives the non-communication vehicle route, it is assumed that the position of the train 2 envelops the vehicle rear position at the vehicle rear to the travel section determined by the vehicle front position (as shown by the thick black line in fig. 3). If there is a switch resource between the non-communication vehicle and the front vehicle, the TMC needs to apply for a switch resource lock and lock the switch. For example, if there is a switch 1 between the non-communicating car and the front car in fig. 3, the train applies for the switch resource of switch 1. After the switch resource application is successful, the driving section is sent to the OC (for example, OC1 and OC2 in fig. 3), and the TMC sends the driving section transaction success information to the ITS, which informs the driver of the train 2 that the train can move forward, and the control of the train 2 drives the train 2 to move along the driving section.
Further, on the basis of the above embodiments, the method further includes:
if real-time position extremely there is the switch that switch resource application is unsuccessful on the non-communication path between the leading position, then follow real-time position extremely acquire on the non-communication path between the leading position apart from the first switch that the nearest switch resource application of target train is unsuccessful, will by the rear of a vehicle position of target train extremely the non-communication path between the position of first switch confirms for this definite highway section of going, the position of first switch is the terminal point on this definite highway section of going, sends the highway section of going of confirming to the target train, and to the ITS sends the first alarm information that switch resource application of first switch is unsuccessful.
Further, if no train exists between the real-time position and the end point of the non-communication vehicle path, judging whether a turnout which cannot be successfully applied for turnout resources exists between the real-time position and the end point of the non-communication vehicle path when a driving road section is planned, if so, the driving road section is the non-communication vehicle path between the real-time position and the nearest turnout which fails to be applied for turnout resources, and sending alarm information that the turnout resources are successfully applied to the ITS; and otherwise, the driving road section is a non-communication vehicle path between the real-time position and the end point of the non-communication vehicle path.
Fig. 6 and 7 are schematic diagrams of a determination process of a travel section related to a switch resource application provided in this embodiment, and referring to fig. 6 and 7, after a train 3 travels out of a non-communication vehicle path, a front vehicle does not exist on the train 2 on the non-communication vehicle path, and when the travel section is determined, whether a switch exists between the position of the train 2 and a terminal of the non-communication vehicle is directly determined. There are switches 3 and 5 between the location of the train 2 to the non-communicating train end. If the resource application of the turnout 3 is unsuccessful, the terminal of the driving road section is arranged at the turnout 3, and alarm information is sent to the ITS, as shown by a thick black line in figure 6. After the resources of the turnout 3 are successfully applied, the resources of the turnout 5 are applied, and after the resources of the turnout 5 are successfully applied, the running path is extended to the position of the turnout 5, as shown by a thick black line in fig. 7.
Further, on the basis of the above embodiments, the method further includes:
if no train exists between the real-time position on the non-communication path and the end point of the non-communication vehicle path, judging whether the turnout resources between the real-time position and the end point of the non-communication vehicle path on the non-communication path are applied successfully;
if the turnout resources between the real-time position and the end point of the non-communication vehicle path are successfully applied on the non-communication path, determining the non-communication path between the tail position of the target train and the end point of the non-communication vehicle path as the determined running road section, and sending the determined running road section to the target train, wherein the end point of the non-communication vehicle path is the end point of the determined running road section;
if the non-communication path is a turnout which is unsuccessful in turnout resource application and exists between the real-time position and the end point of the non-communication vehicle path, acquiring a second turnout which is closest to the target train and is unsuccessful in turnout resource application from the non-communication vehicle path between the real-time position and the end point of the non-communication vehicle path, determining the non-communication path from the tail position of the target train to the position of the second turnout as a traveling road section determined at this time, determining the traveling road section to be the end point of the traveling road section determined at this time, sending the determined traveling road section to the target train, and sending second alarm information of the second turnout, of which the turnout resource application is unsuccessful, to the ITS.
If the train 2 has no front train, fig. 10 and 11 are schematic diagrams of the determination process of the running section without front train provided by this embodiment, referring to fig. 10, if the train 2 has no front train on the non-communication train path and the switch resources between the real-time position of the train 2 and the end point of the non-communication train path are successfully applied, the running section is the non-communication train path between the real-time position and the end point of the non-communication train path, as shown by the thick black line in fig. 10.
Referring to fig. 11, if a switch point with an unsuccessful switch resource application exists between the real-time position of the train 2 and the non-communication vehicle path end point, for example, the switch resource application of the switch point 3 is unsuccessful, the travel road section is the section starting point from the real-time position to the switch point 3, as shown by the thick black line in fig. 11.
The embodiment provides a non-communication vehicle operation method without a track occupation detection device, which plans a driving road section for a non-communication vehicle section by section through the position of a front vehicle and the application of turnout resources, so that the safe driving of the non-communication vehicle is ensured.
Further, on the basis of the above embodiments, after the target train reaches the end point of the non-communicating vehicle route, the method further includes:
and if the TMC judges that the end point of the non-communication vehicle path is not the destination of the fault train, the application information is sent to the ITS again.
In the above (1), if the train can reach the train avoidance line or the train section only after the train needs to be turned back, the ITS sets the non-communication train path to the turn-back station, and after the non-communication train reaches the turn-back station and finishes turning back, the ITS sends a second non-communication train path to the TMC. And the TMC opens and releases the non-communication vehicles section by section according to the non-communication vehicle path issued by the ITS. When the TMC does not receive the planned route of the non-communication vehicle issued by the ITS, the route of the non-communication vehicle cannot be automatically set.
Further, on the basis of the above embodiments, the method further includes:
in the process that the target train runs along the non-communication vehicle path, if the TMC receives the non-communication vehicle path planned for the target train again by the ITS, judging whether the running road section currently running by the target train is included in the re-planned non-communication vehicle path;
if the current running road section of the target train is contained in the replanned non-communication vehicle path, after the target train runs to the end point of the current running road section, determining the running road section of the target train running along the replanned non-communication vehicle path section by section according to the replanned non-communication vehicle path, and sending the determined running road section to the target train until the target train reaches the end point of the replanned non-communication vehicle path;
and if the current running road section of the target train is not included in the replanned non-communication train path, sending second prompt information that the target train cannot run according to the replanned non-communication train path to the ITS.
In the above (1), if the ITS needs to change the non-communication vehicle route, a new non-communication vehicle plan is issued to the TMC. The non-communication vehicle route which is already processed by TMC is kept, and the next non-communication vehicle route is processed according to the new non-communication vehicle plan.
If the issued new non-communication vehicle planned path does not contain the axle counting section where the current non-communication vehicle is located, the TMC cannot handle the new non-communication vehicle path, at the moment, the TMC reports failure, namely failure reason, to the ITS, and the ITS issues the correct non-communication vehicle planned path again. Fig. 16 and 17 are schematic diagrams of a method for planning a non-communication vehicle route in the presence of a turnaround area according to this embodiment, and referring to fig. 16, if a destination of a faulty train is located in a downlink, an ITS may plan a first section of non-communication vehicle route, as shown by a thick black line in fig. 16, when planning the non-communication vehicle route, and issue the non-communication vehicle route to a TMC. After the target train runs to the end point of the first section of non-communication train path, a second section of non-communication train path shown by a thick black line in fig. 17 is planned and issued to TMC.
The embodiment provides a non-communication vehicle running method without a track occupation detection device, the issuing of the non-communication vehicle path can be divided into a plurality of parts, and the complexity of determining the running road section by section through TMC is reduced. The replacement of non-communication vehicle road stiffness is realized through TMC.
Further, on the basis of the above embodiments, the method further includes:
after the TMC receives the information that the target train is degraded into the non-communication train, acquiring a rear train behind the target train and adjacent to the target train, and sending third prompt information of degraded running to the rear train;
after receiving the third prompt message, the rear train performs degradation, and the degraded rear train identifies the position of the target train through active identification equipment installed on the train and keeps a safe distance with the target train;
upgrading the rear vehicle after the rear vehicle enables the non-communication vehicle path to be in communication connection with the front vehicle again;
the active identification equipment comprises a laser radar, a millimeter wave radar and a combined camera sensor.
Fig. 4 and 5 are schematic diagrams illustrating a processing procedure of the rear train behind the train 2 when the train 2 advances according to the travel section, and referring to fig. 4 and 5, when the train 2 is degraded, in order to ensure the safety of the rear train, third prompt information is sent to the rear train, and the rear train is degraded. The degraded train 1 is driven manually, and a safety distance is ensured between the train 1 and the train 2 with the aid of an active identification device.
Further, on the basis of the above embodiments, the method further includes:
and in the process that the target train runs along the non-communication train path, releasing the turnout resource of a third turnout after the TMC judges that the parking space position of the target train runs through the third turnout on the non-communication train path.
Fig. 8 and 9 are schematic diagrams of an upgrade process after the rear car is out of the path of the non-communication car and establishes a communication connection with the front car, and referring to fig. 8 and 9, after the train 2 clears the switch 3, the switch resources of the switch 3 are released.
The embodiment provides a non-communication vehicle operation method without a track occupation detection device, which can degrade a rear vehicle and ensure the driving safety of the rear vehicle. After the train 2 passes through the turnout resources, the corresponding turnout resources are released, the influence of the occupation of non-communication vehicles on the turnout resources on the operation of the rear vehicle is avoided, and the operation efficiency of the running system is improved.
According to the time sequence of the advancing of the train 2, the process of guiding the train 2 to the fault train destination further comprises the following steps:
(3) as shown in fig. 4 and 5, TMC transmits information that the front is a degraded vehicle to the rear vehicle 1, and the rear vehicle 1 is switched to a CM-B mode (manual driving tracking non-communication vehicle mode), and the driver can operate according to the active recognition distance reference. The train can enter a non-communication train path to travel, but the MA calculated by the train 1 needs to keep a safe distance with the train 2. When the train 2 continuously runs forwards and passes through the section of the turnout 1 (after the tail position of the train 2 is clear of the turnout section of the turnout 1), the TMC releases the locking resource of the turnout 1.
Meanwhile, TMC updates the position information of the train 1, the train 3, and the train 2 in real time. The starting point of the path of the non-communication vehicle is unlocked along with the forward running of the rear vehicle, and the ending point of the path of the non-communication vehicle is locked along with the forward running of the front vehicle in an extending mode. As shown in fig. 5, when the train 2 leaves the jurisdiction of the OC1, the TMC deletes the information that the train 2 in the OC1 is a non-communication vehicle.
(4) As shown in fig. 6 and 7, the train continues to move forward, and after the front train 3 leaves the switch 3 section, TMC applies for the independent lock of the switch 3 and the switch 5, and moves the switch to the reverse position. After the turnouts 3 and 5 are reversely locked, the non-communication vehicle path extends forwards to the destination.
If the turnout resource application is not available or the turnout cannot be locked in place due to reasons, the TMC gives an alarm to the ITS, a dispatcher of the ITS informs a driver of the fault train 2 of stopping for waiting, and after the abnormity is manually eliminated, the TMC can normally apply for the turnout and transact a non-communication path forwards, the dispatching informs the fault train 2 that the driver can continuously move forwards to a stopping destination. Wherein, at the stop line, a stop sign can be arranged.
(5) As shown in fig. 8 and fig. 9, after the train 2 runs out of the switch 3 section, the TMC releases the switch 3 resource lock, and the train 1 can apply for the switch 3 to occupy the lock alone and move the switch to the location. As shown in fig. 8, after the switch is located, the train 1 identifies that the front train is the train 3, establishes a link with the train 3, and restores and upgrades the operation to AM.
In this case, the train 2 stops after traveling to the destination. The non-communication vehicle path does not extend any more. The train 1 moves forwards to pass through a turnout section, and the path of the non-communication train is unlocked.
For the above-described process of leading the train 2 to the destination of the faulty train, there are several special cases:
(1) there is no front train of the train 2 on the non-communication train path
As shown in fig. 10 and 11, if there is no preceding vehicle, the non-communicating vehicle route may be routed forward to the destination terminal. TMC transmits non-communication-vehicle path information to OC1, OC2, OC3 as shown in fig. 10.
If turnout resources on the path of the non-communication vehicle cannot be applied, the path of the non-communication vehicle reaches the starting point of the turnout section. As shown in fig. 11, switch 3 cannot be moved and locked to the reverse position for any reason, and the end point of the non-communication vehicle path is the start point of the switch 3 section. TMC alarms the ITS, and the dispatcher informs the driver of the fault train 2 to stop waiting, and after the abnormality is eliminated manually and TMC can normally apply for the turnout 3 and transact the non-communication path forwards, the dispatcher informs the driver of the fault train 2 to continue to move forwards to the stopping destination.
(2) Rear train without train 2 on line
Fig. 12 to fig. 15 are schematic diagrams of a non-communication vehicle path resource release process when no rear vehicle of the train 2 exists on the route provided in this embodiment, and referring to fig. 12 to fig. 15, if there is no rear vehicle, the non-communication vehicle path starting point may not be unlocked forward until other trains run through the non-communication vehicle path.
(3) There is a turn-back area from the train to the destination of the faulty train
As shown in fig. 16-17, if the train needs to turn back and then can be led to the train avoidance line or the train section, the TMC notifies the ITS to issue the planned route of the non-communication train after turning back after the non-communication train runs to the turn-back section, dispatches and issues a new planned route of the non-communication train and notifies the train driver to turn back, and the TMC continues to plan the route of the non-communication train forward according to the above flow.
In a second aspect, the embodiment provides a control system for operation of a non-communication vehicle without a track occupation detection device, which comprises a TMC, an ITS and a UWB device installed on each train, wherein the UWB device is used for positioning the position of the train, and the upgrading or degrading of the train does not affect the communication between the train and the TMC;
after receiving the information that the target train is degraded into the non-communication train, the trackside train management center TMC sends application information for planning a non-communication train path to reach a fault train destination for the target train to a scheduling command center ITS;
after the TMC receives the non-communication vehicle path sent by the ITS, determining a running road section of the target train running along the non-communication vehicle path section by section, and sending the determined running road section to the target train until the target train reaches the end point of the non-communication vehicle path;
the TMC sends the target vehicle to the destination of the fault train to an object controller OC on the non-communication vehicle path, and first prompt information of the non-communication vehicle path is unlocked;
each driving section is determined according to the current real-time position of the target train, turnout resources in front of the target train on the non-communication train path, the position of a front train corresponding to the nearest front train of the target train and the head-tail error allowance of the target train; and the current real-time position of the target train is obtained according to the UWB equipment arranged on the target train.
Further, on the basis of the above embodiment, the train monitoring system further comprises an active identification device installed on each train;
the active recognition equipment is used for recognizing the position of a front train and an obstacle on a front path in the running process of the train;
the active identification device comprises a laser radar, a millimeter wave radar and a combined camera sensor.
The control system for the operation of the non-communication vehicle without the track occupation detection device provided by this embodiment is suitable for the method for the operation of the non-communication vehicle without the track occupation detection device in the above embodiments, and is not described herein again.
The embodiment provides a non-communication train operation control system without a track occupation detection device, wherein each train is provided with a UWB device for positioning the train, and a trackside train management center TMC which is not influenced by train upgrading or degrading in a communication process with the train is arranged. After the target train is degraded to be a non-communication train, applying for planning a non-communication train path for the target train from TMC to ITS. And the TMC communicates with the target train after receiving the non-communication train path to obtain the real-time position of the target train, and determines the running section of the target train advancing each time section by section according to other trains in front of the target train on the non-communication train path and turnout resources until the target train runs to the destination of the fault train. The target train advances according to the travel road sections determined section by TMC, so that the target train is guided to the destination of the fault train under the condition that the operation of the front train is not influenced, the operation safety of the non-communication train is ensured, and the influence of the operation of other trains in the non-communication train line is reduced.
To further illustrate the non-communicating vehicle path provided by the present embodiment, some descriptions of the non-communicating vehicle during traveling along the non-communicating vehicle path are summarized as follows, including:
1. and the fault train cannot drive out of the path of the non-communication train, and the dispatching informs a driver of the farthest operable destination, such as the following operation of a front train or the operation of a train avoiding line. The driver is not operable to cross the range allowed by the schedule.
2. The faulty train must not run in reverse.
3. The communication vehicle behind the fault vehicle can enter a path of the non-communication vehicle, and safety is guaranteed through active recognition anti-collision technology and manual driving of a CM vehicle by a driver.
4. When the fault train and the front communication train run oppositely, the MA terminal of the communication train is not allowed to break into the path of the non-communication train.
5. And if the ITS fails, the non-communication vehicle path cannot be issued to the TMC, and the manual command stations operate in a blocking mode.
6. If the TMC fault (or TMC and OC communication fault) can not be automatically opened and released, the non-communication vehicle path is set manually by scheduling, and the train section is commanded to operate in a blocking mode manually.
7. The non-communication vehicle is upgraded on a non-communication vehicle path: when TMC judges that the train and TMC and OC all recover normal communication, TMC automatically clears the corresponding non-communication vehicle path, including deleting the non-communication vehicle information of OC and the non-communication vehicle path information stored in TMC, and deleting the turnout resource on the non-communication path.
If the non-communication train has turnout resources on the path, the safety path and the MA can extend forwards only after the train needs to apply for the required turnout resources. If the train recovers normal communication on the route outside the original operation plan, but the corresponding planned route is not available, the safe route can not be calculated to finish upgrading, and when the train operates to the position meeting the upgrading condition, the train is upgraded (or the ITS issues the plan again), and the TMC releases the route of the non-communication train. And if the train runs to the non-communication train path end point, continuing running if the original ITS normal plan can continue running forwards, and if the train deviates from the route, waiting for the ITS to issue a new plan.
Downgrade the train upgrade, TMC fault can't cancel the non-communication vehicle path automatically, after the ITS affirmation, cancel (delete the non-communication vehicle information in the related OC, release the related switch resources, the related signal machine ITS manual light-off)
8. The turnout resources are applied before the train is degraded, after the train is degraded and passes through the turnout, the turnout resources cannot be automatically released, the manual operation of the scheduling is required to confirm that the turnout is free from other resource occupation and the turnout is in a range, the fact that other trains break into the turnout and a non-communication train passes through the turnout is ensured, and the ITS manual lock clearing is performed
In the scheme provided by the embodiment, the method has the following characteristics: the non-communication vehicle path realizes the limitation of the operation range of the non-communication vehicle by setting the non-communication vehicle path, and ensures the mixed transportation safety of the communication vehicle and the non-communication vehicle by limiting other trains to enter the non-communication vehicle path. TMC automatic locking and unlocking non-communication vehicle path: and the TMC locks and unlocks the path of the non-communication vehicle section by section according to the planned path of the non-communication vehicle issued by the ITS in combination with the position of the non-communication vehicle, thereby improving the automation degree of the system. MC autonomously applies for turnout resources on a non-communication vehicle path: after the train is degraded, the turnout cannot be automatically controlled, and the application and control of resources such as the turnout and the like are realized by TMC. UWB positioning system: the UWB positioning system can acquire the position information of the non-communication vehicle, and provides the position information for the ITS and the TMC, so as to be used for planning and setting the path of the non-communication vehicle. The train passes through the barrier of the effective recognition range in real time detection train the place ahead of the initiative identification module, has guaranteed the safe operation of train to can effectively ensure the safety in communication car and the mixed transportation of non-communication car. When the train is degraded, other trains can obtain the running range of the degraded train through the non-communication path, and normally calculate the movement authorization operation. The non-communicating vehicle path reduces the influence of the non-communicating vehicle on the operation of other trains. Only influence non-communication train back car, other trains do not influence normal operating, and the whole operating efficiency of guarantee circuit is not influenced too greatly.
In summary, the non-communication vehicle operation method and the control system of the trackless occupancy detection device provided by the invention combine the UWB positioning technology and the active identification information to monitor and protect the position and the operation speed of the train, autonomously plan the non-communication vehicle path for the degraded train through TMC, have advantages in the aspects of performance, reliability, cost and the like, and are supplement and perfect of the vehicle-to-vehicle communication system. The effects achieved by the method comprise: (1) the performance is higher. The vehicle-mounted communication data flow directly reaches the control object, the data flow is simplified, and the system performance is higher. (2) The reliability is higher. And the number of trackside equipment is reduced, and the failure rate is reduced. The fault of any single train signal system only affects the current and adjacent trains, and the fault of station equipment in the traditional CBTC can affect the running of all trains in the whole area. (3) The cost is lower. Because station equipment is reduced, the costs of construction, debugging, power utilization, equipment rooms and the like are all reduced. (4) The construction and maintenance are easy. The main equipment of the system is arranged on the train, so that the system is very convenient to maintain; and for the transformation line, the engineering difficulty can be greatly reduced because the transformation line does not depend on ground equipment. (5) The implementation of interconnection is facilitated. Because the interfaces of vehicle-ground communication are reduced, the interconnection and intercommunication among different systems can be realized more easily without depending on ground equipment. (6) The active identification module can identify more various obstacles on the line, and the running safety of the train is guaranteed. (7) When the non-communication train exists in the line, other trains do not need to be degraded to run, the trains control the running of the trains according to the communication data and the active identification result of the trains with other trains, the trains can follow the non-communication train to run at smaller intervals, and the influence of the non-communication train on the running of other trains is reduced. (8) The train autonomously calculates the operation information such as the mobile authorization and the like, the real-time reliability of the data is ensured, the data coupling degree of the system and the maintenance complexity of the system are reduced, and the equipment number of the system is reduced.
Finally, it should be noted that: the above embodiments are only used for illustrating the technical solutions of the embodiments of the present invention, and are not limited thereto; although embodiments of the present invention have been described in detail with reference to the foregoing embodiments, those skilled in the art will understand that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.
Claims (9)
1. A non-communication vehicle operation method without a track occupation detection device is characterized by comprising the following steps:
after receiving the information that the target train is degraded into the non-communication train, the trackside train management center TMC sends application information for planning a non-communication train path to reach a fault train destination for the target train to a scheduling command center ITS;
after the TMC receives the non-communication vehicle path sent by the ITS, determining a running road section of the target train running along the non-communication vehicle path section by section, and sending the determined running road section to the target train until the target train reaches the end point of the non-communication vehicle path;
the TMC sends the target vehicle to the destination of the fault train to an object controller OC on the non-communication vehicle path, and first prompt information of the non-communication vehicle path is unlocked;
each driving section is determined according to the current real-time position of the target train, turnout resources in front of the target train on the non-communication train path, the position of a front train corresponding to the nearest front train of the target train and the head-tail error allowance of the target train; the current real-time position of the target train is obtained according to UWB equipment arranged on the target train;
further comprising:
and in the process that the target train runs along the non-communication train path, releasing the turnout resource of a third turnout after the TMC judges that the parking space position of the target train runs through the third turnout on the non-communication train path.
2. The method according to claim 1, wherein the TMC determines, segment by segment, a travel segment for the target train to travel along the non-communication vehicle path after receiving the non-communication vehicle path sent by the ITS, and sends the determined travel segment to the target train until the target train reaches the end of the non-communication vehicle path, and the method comprises:
after receiving the non-communication vehicle path, the TMC circularly executes section-by-section determination operation until the target train reaches the end point of the non-communication vehicle path;
wherein the segment-by-segment determining operation comprises:
after the target train runs to the end point of the last determined running road section or when the target train does not start running along the non-communication path, acquiring the current real-time position of the target train from the UWB equipment;
judging whether a train exists between the real-time position on the non-communication path and the end point of the non-communication vehicle path, if so, acquiring a front vehicle position corresponding to a front vehicle nearest to the target train;
if the application of each turnout resource on the non-communication path from the real-time position to the front vehicle position is successful or no turnout exists on the non-communication path from the real-time position to the front vehicle position, determining the tail position of the target train by the real-time position and the head-tail error allowance, determining the non-communication path from the tail position of the target train to the front vehicle position as the determined running road section, wherein the front vehicle position is the end point of the determined running road section, and sending the determined running road section to the target train.
3. The method of claim 2, further comprising:
if real-time position extremely there is the switch that switch resource application is unsuccessful on the non-communication path between the leading position, then follow real-time position extremely acquire on the non-communication path between the leading position apart from the first switch that the nearest switch resource application of target train is unsuccessful, will by the rear of a vehicle position of target train extremely the non-communication path between the position of first switch confirms for this definite highway section of going, the position of first switch is the terminal point on this definite highway section of going, sends the highway section of going of confirming to the target train, and to the ITS sends the first alarm information that switch resource application of first switch is unsuccessful.
4. The method of claim 2, further comprising:
if no train exists between the real-time position on the non-communication path and the end point of the non-communication vehicle path, judging whether the turnout resources between the real-time position and the end point of the non-communication vehicle path on the non-communication path are applied successfully;
if the turnout resources between the real-time position and the end point of the non-communication vehicle path are successfully applied on the non-communication path, determining the non-communication path between the tail position of the target train and the end point of the non-communication vehicle path as the determined running road section, and sending the determined running road section to the target train, wherein the end point of the non-communication vehicle path is the end point of the determined running road section;
if the non-communication path is a turnout which is unsuccessful in turnout resource application and exists between the real-time position and the end point of the non-communication vehicle path, acquiring a second turnout which is closest to the target train and is unsuccessful in turnout resource application from the non-communication vehicle path between the real-time position and the end point of the non-communication vehicle path, determining the non-communication path from the tail position of the target train to the position of the second turnout as a traveling road section determined at this time, determining the traveling road section to be the end point of the traveling road section determined at this time, sending the determined traveling road section to the target train, and sending second alarm information of the second turnout, of which the turnout resource application is unsuccessful, to the ITS.
5. The method of claim 1, further comprising, after the target train reaches the end of the non-communicating vehicle path:
and if the TMC judges that the end point of the non-communication vehicle path is not the destination of the fault train, the application information is sent to the ITS again.
6. The method of claim 1, further comprising:
in the process that the target train runs along the non-communication vehicle path, if the TMC receives the non-communication vehicle path planned for the target train again by the ITS, judging whether the running road section currently running by the target train is included in the re-planned non-communication vehicle path;
if the current running road section of the target train is contained in the replanned non-communication vehicle path, after the target train runs to the end point of the current running road section, determining the running road section of the target train running along the replanned non-communication vehicle path section by section according to the replanned non-communication vehicle path, and sending the determined running road section to the target train until the target train reaches the end point of the replanned non-communication vehicle path;
and if the current running road section of the target train is not included in the replanned non-communication train path, sending second prompt information that the target train cannot run according to the replanned non-communication train path to the ITS.
7. The method of claim 1, further comprising:
after the TMC receives the information that the target train is degraded into the non-communication train, acquiring a rear train behind the target train and adjacent to the target train, and sending third prompt information of degraded running to the rear train;
after receiving the third prompt message, the rear train performs degradation, and the degraded rear train identifies the position of the target train through active identification equipment installed on the train and keeps a safe distance with the target train;
upgrading the rear vehicle after the rear vehicle enables the non-communication vehicle path to be in communication connection with the front vehicle again;
the active identification equipment comprises a laser radar, a millimeter wave radar and a combined camera sensor.
8. A control system of non-communication vehicle operation without a track occupation detection device is characterized by comprising a TMC, an ITS and a UWB device arranged on each train, wherein the UWB device is used for positioning the position of the train, and the upgrading or the degradation of the train does not influence the communication between the train and the TMC;
after receiving the information that the target train is degraded into the non-communication train, the trackside train management center TMC sends application information for planning a non-communication train path to reach a fault train destination for the target train to a scheduling command center ITS;
after the TMC receives the non-communication vehicle path sent by the ITS, determining a running road section of the target train running along the non-communication vehicle path section by section, and sending the determined running road section to the target train until the target train reaches the end point of the non-communication vehicle path;
the TMC sends the target vehicle to the destination of the fault train to an object controller OC on the non-communication vehicle path, and first prompt information of the non-communication vehicle path is unlocked;
each driving section is determined according to the current real-time position of the target train, turnout resources in front of the target train on the non-communication train path, the position of a front train corresponding to the nearest front train of the target train and the head-tail error allowance of the target train; the current real-time position of the target train is obtained according to UWB equipment arranged on the target train;
further comprising:
and in the process that the target train runs along the non-communication train path, releasing the turnout resource of a third turnout after the TMC judges that the parking space position of the target train runs through the third turnout on the non-communication train path.
9. The control system of claim 8, further comprising an active identification device mounted on each train;
the active recognition equipment is used for recognizing the position of a front train and an obstacle on a front path in the running process of the train;
the active identification device comprises a laser radar, a millimeter wave radar and a combined camera sensor.
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| CN113068148B (en) * | 2021-03-23 | 2022-12-13 | 北京和利时系统集成有限公司 | Method, device, computer storage medium and terminal for realizing authorization management |
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| CN113954910A (en) * | 2021-10-25 | 2022-01-21 | 上海电气泰雷兹交通自动化系统有限公司 | Train communication management method of TACS (train operation control System) |
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