CN110239596B - CTCS-3-based mobile block train control method and system - Google Patents
CTCS-3-based mobile block train control method and system Download PDFInfo
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Abstract
The invention provides a CTCS-3-based mobile block train control system (CTCS-3I) and a method thereof, which are used for solving the problem that a high-speed train cannot realize mobile block. On the basis of the existing CTCS-3, the mobile block train control system does not increase hardware equipment, and a driver sends a registration application to RBC (radio backup control) before the train leaves the warehouse through a control algorithm, so that the train registration is completed after the train is identified; after the train starts to run, the hardware coordinates and finishes train running data acquisition and transmission, train integrity detection, target distance mode curve calculation and movement authorization generation, and movement blocking is realized. The invention changes the target point tracked by the train from the original track circuit starting end to the tail of the forward train, shortens the train tracking interval and improves the passing capacity of the train in the interval by 50 percent; in the train operation control process, the CTCS-3I increases the parallel monitoring of train positioning, speed and tracking intervals, and improves the train operation safety.
Description
Technical Field
The invention belongs to the field of rail transit and intelligent transportation, and particularly relates to a CTCS-3-based mobile block train control method and system.
Background
The rail transit, including the main line railway, the high speed railway and the urban rail transit, is a main vehicle for people going out and goods transportation due to the advantages of large transportation capacity, high speed, punctuality, convenience, rapidness, safety, comfort, energy conservation, environmental protection and the like. The transport capacity is a key index for measuring the rail transit quality. Typical methods of improving transport capacity include increasing train speed, lengthening train consists, starting heavy duty trains, optimizing transportation plans, enhancing transportation organization management and scheduling, and the like. Among them, in the aspect of railway signals, there are many technologies for improving the transportation capability, such as: scheduling centralization, blocking techniques, interlocking techniques, and the like.
Occlusion techniques include traditional automatic occlusion (fixed occlusion) and newly developed moving occlusion. The Moving Block (MB) is a communication-based Block scheme in which a subsequent train automatically sets a running speed according to a distance from the preceding train and a route condition. The train operation control center with moving block and the train adopt continuous wireless two-way communication to realize the safe interval control of the train, the communication mode is different according to the technology, and the ground is provided with a base station, a crossed loop or a waveguide tube and the like. Relative to the fixed block, the movable block cancels the fixed block subarea separated by the track circuit, and the target point tracked by the train is changed into the tail part of the forward train from the starting end of the block subarea occupied by the train; the minimum running interval distance of the train is determined by the actual running position and running state of the train on the line, and the block section continuously moves forwards and is adjusted along with the running of the train. The moving block is basically consistent with the process of driving the automobile by a highway driver. Compared with the existing automatic blocking mode, the moving block enables the line transportation capacity to be obviously improved. The mobile blocking technology is successfully applied to the operation control of low-speed trains in urban rail transit. The use of moving block technology on main and high speed railways is also under investigation.
In europe, since 1989, European Railway transportation Management System/European Train Control System (ERTMS/ETCS) requirement specifications were made with the assistance of the European union committee, defining a System framework and series standards, and incorporated into the international railroad association (UIC) standard. The ERTMS/ETCS technical specification comprises a function requirement specification, a system requirement specification, a safety requirement specification, a subsystem requirement specification, a system test specification, a subsystem interface specification and the like. The ETCS train control system is divided into 5 levels including ETCS-0, ETCS-STM, ETCS-1, ETCS-2 and ETCS-3 levels. Fig. 1 is a schematic diagram illustrating a basic structure of an ETCS system in the prior art. As shown in fig. 1, wherein: the ETCS-0 consists of ETCS vehicle-mounted equipment and a traditional train control system; the ETCS-STM consists of ETCS vehicle-mounted equipment, a traditional train control system and an STM, and can operate on a railway line provided with a signal system in the country. Different receiving antennas are adopted, and information of different modes can be received through STM interface equipment; the ETCS-1 is composed of a ground signal, an inquiry responder and a track circuit and adopts a fixed tracking interval form; a driver drives a vehicle by depending on a ground signal, and the speed generated by equipment in front of a ground signal machine is monitored; checking the occupancy and integrity of the train by means of a track circuit or axle counting equipment; utilizing the inquiry responder to cover the existing signal systems of various countries and used for positioning the train and transmitting control commands; this system is typically a point-of-use ATP. The ETCS-2 consists of a track circuit, an inquiry transponder and a GSM-R, and compared with the first-level driver, the driver completely depends on vehicle-mounted signal equipment to drive (the ground signal machine can be cancelled); the train operation control command is continuously transmitted through the GSM-R, and the train and the ground can be communicated in two ways; under the coordination of point type equipment, the vehicle-mounted equipment continuously monitors the running speed of the train; checking the occupancy and integrity of the train by means of a track circuit or axle counting equipment; a wireless mobile block center is built; the system is a continuous ATP based mobile communication. ETCS-3 comprises inquiry transponder and GSM-R, compares with second grade, and ETCS tertiary is by vehicle-mounted equipment and RBC check train integrality jointly, does not need the track circuit. The point device, GSM-R, is the main device of the system. After a ground signal machine and a track circuit are cancelled, signal equipment on an ETCS three-level outdoor line is reduced to the minimum degree, train tracking interval control is realized by point equipment and a wireless mobile block center, and the ETCS three-level outdoor line has obvious mobile automatic block characteristics.
In 2012, the first freight railway in the world, equipped with the european train control system ETCS-3, was put into commercial operation in the middle of sweden, where the line used the mobile blocking technique. However, the ETCS-3 is designed for freight trains with the speed much lower than 350km/h of high-speed railway operation; meanwhile, the moving block technology adopted in the line does not solve the problems of determining the length of the train and checking the integrity of the train.
China defines the definition, the target and the System framework of a Chinese Train Control System (CTCS) by referring to foreign standards such as ETCS and the like and combining the actual situation of a domestic railway. The CTCS is divided into 5 application levels according to functional requirements and configuration. The CTCS-0 level is composed of a general locomotive signal and a train operation monitoring and recording device, and is a traditional signal system. The CTCS-1 level is composed of a main locomotive signal and a safe operation monitoring and recording device, and point-type information is used as supplement of continuous information, so that the functions of locomotive signal subjectivity and point-connection type overspeed protection can be realized. The method is suitable for lines below 160 km/h. And the CTCS-2 level is a train operation control system which is based on track transmission information and adopts train-ground integrated design. The ground generates a Moving Authorization (MA) by a Train Control Center (TCC), and the vehicle generates a target distance and speed control mode curve by adopting a train overspeed protection system (ATP) based on a safety computer. The automatic blocking is adopted, the ground can be free from passing through a signal machine, and a locomotive crew member drives by a vehicle-mounted signal. Is suitable for 200-250km/h lines. And the CTCS-3 level is a train operation control system which is based on GSM-R wireless transmission information, adopts a track circuit to check train occupation and has a CTCS-2 level function. And generating a Mobile Authorization (MA) by a Radio Block Center (RBC) on the ground, realizing train positioning calibration by a transponder, and generating a target distance mode curve by a vehicle-mounted ATP system. The fixed automatic block is adopted, the minimum tracking interval is 3 minutes, a signal machine is not arranged on the ground, and a locomotive crew member drives by a vehicle-mounted signal. Is suitable for 300-350km/h lines. The CTCS-4 level is a train operation control system based on wireless transmission information. The track circuit can be cancelled on the ground, and only a plurality of fixed ground transponders are arranged for train positioning calibration. The RBC and the vehicle-mounted verification system jointly complete the train integrity check. The train has the function of self-positioning, the position of the train is transmitted to the RBC from the train and is transmitted to a subsequent train from the RBC, and virtual blocking or moving blocking is realized. The CTCS-4 level ground is not provided with a traffic signal machine, and a locomotive crew member drives by a vehicle-mounted signal. The method is suitable for high-speed new lines or special lines. China CTCS-3 and CTCS-4 are similar to European ETCS-2 and ETCS-3, respectively.
In the prior art, a Chinese train control system has been developed to CTCS-3, which is an automatic block-based train control system and is suitable for the speed per hour of 300-350 km/h. Due to the intrinsic properties of CTCS-3, mobile occlusion with higher transport capacity has not been achieved. The main reasons include:
reason 1: the train speed is high, and the train mass is big, and inertia is big. After the mobile blocking technology is applied, the tracking interval of the two trains is shortened, and in an emergency, emergency measures are difficult to take, so that safety risks exist.
Reason 2: the rank division of the train control system generates a recognition error zone. European ETCS and China CTCS, technical specifications plan the mobile blocking function to the next generation of train control systems, implemented in ETCS-3 and CTCS-4. The structural form of the next generation train control system is greatly changed, and the aim is to reduce trackside signal equipment to the maximum extent and reduce investment and operation and maintenance cost. Moving block is only one of the main features of the next generation train control systems. The mobile block is associated with the next generation train control system, and is associated with the equipment beside the track, so that the recognition error area exists.
Reason 3: replacement of the trackside equipment by the on-board equipment fails to achieve train integrity detection. After a track circuit is cancelled, integrity detection is finished by vehicle-mounted equipment, and the method for finishing train integrity detection by the vehicle-mounted equipment at present comprises the following steps: train tail device, train bus, satellite positioning and the like. These methods have technical drawbacks and need to be further refined. And the subway moving block system detects the integrity of the train through a ground axle counter.
Reason 4: the track circuit is not compatible with the existing train control system after being cancelled. The first is the standby system problem. After the ground equipment is cancelled, the functions of the existing trackside signal equipment are transferred to the vehicle-mounted equipment for realization. Clearly, moving the block system after the surface equipment is eliminated is difficult to be compatible with existing train control systems. On the mobile block line, if the vehicle-mounted signal equipment is in failure or the wireless communication is interrupted, the train cannot be controlled according to the mobile block. If no standby system is available, a driver can only adopt a visual driving mode to manually drive the train, the speed of the train is lower than 40km/h, and the speed is equivalent to full-line paralysis for a high-speed railway. The second is the problem of up and down lines. The adoption of a line based on a wireless communication mobile block and a line based on a track circuit fixed block mode is difficult to realize the up-down line, and the interconnection and intercommunication between different lines can not be realized.
Therefore, in the prior art, the moving block is realized by canceling trackside signal equipment (a track circuit, a plurality of transponders, a signal machine and the like), so that the investment and operation and maintenance cost are reduced, the technical risks that the integrity detection technology of the train is not mature and is difficult to be compatible with the existing system are realized by vehicle-mounted equipment, and the risk that the safety monitoring responsibility is completely concentrated on the vehicle-mounted equipment due to the fact that the train does not form closed-loop control of the train is also existed.
Disclosure of Invention
In order to improve the railway transportation capacity and overcome the problem that the mobile block cannot be realized in the high-speed railway transportation, the invention provides a CTCS-3-based mobile block train control method and a CTCS-3-based mobile block train control system, which realize the control of the mobile block train under the high-speed operation of 300-plus-350 km/h on the basis of the hardware equipment of the CTCS-3, keep the compatibility with the existing CTCS-3 equipment and meet the requirements of the degraded operation and the cross-line operation of the train, and improve the transportation capacity on the premise of keeping the continuity and the stability of the operation and the maintenance operation.
In order to achieve the purpose, the invention adopts the following technical scheme.
The invention provides a three-level CTCS-3 based mobile block train control system CTCS-3I of a Chinese train control system, which comprises ground equipment, vehicle-mounted equipment and a GSM-R wireless network of the CTCS-3, and also comprises CTCS-3I train control software operating on the ground equipment and the vehicle-mounted equipment, wherein the CTCS-3I train control software executes the following steps:
step S1, establishing a GSM-R wireless link at a specified place after the train is taken out of the warehouse, sending a registration application to RBC by a driver through an operation interface DMI through a wireless network, and completing train registration after the RBC identifies a corresponding train through a CTC;
and step S2, acquiring and transmitting train operation data in real time after the train starts to operate, calculating the target distance according to the movement blocking principle, completing the train integrity detection and generating the movement authorization.
Optionally, the step S2 further includes:
step S21, the vehicle-mounted equipment determines the position of the train and measures the speed of the train, and sends the position of the train, the speed of the train, the integrity information of the train, the state of the train and the state of the vehicle-mounted equipment to the RBC through a wireless network;
step S22, the train obtains the permission to drive in the current RBC control range, calculates the allowable speed of all positions of the train in the permission area, generates a target distance continuous speed control mode curve and monitors the safe operation of the train;
and step S23, the RBC adopts a mobile authorization generation algorithm to extend the mobile authorization for the train according to the access information, the idle information of the block subarea and the increment distance provided by the interlocking CBI as the train moves forward, and the mobile authorization is completed among different RBCs.
Optionally, the step S2 further includes:
in step S24, when a predetermined condition is met, the mode is switched to the backup mode to perform train control.
Optionally, in the step S21, the train integrity information is detected and checked by using a track circuit to obtain the train integrity information.
Optionally, in the step S22, the train obtains driving permission in the current RBC control range, further that the CTC instructs the interlocking system CBI to handle a train route according to a driving plan, the RBC and the CBI divide an inter-station line into a plurality of signal authorized SA sections, and then information interaction is performed with the signal authorized SA sections and the incremental distance; the CBI sends signal authorization SA and train integrity information to the RBC according to the access information and the track circuit state; and the RBC generates a driving license MA according to the SA, the increment distance, the train position and the running direction, and sends the MA to the vehicle-mounted equipment.
Optionally, the target distance continuous speed control mode curve comprises a static speed curve and a dynamic speed curve; wherein the static speed profile is obtained by ceiling speed monitoring CSM and is determined by the current value of the highest limit speed profile; the dynamic speed profile is obtained by the target speed monitoring TSM, reflecting the target speed, the achievable driving end point EOA/the limiting end point LOA.
Optionally, the tracking target points of the roof speed monitoring CSM and the target speed monitoring TSM are the tail of the leading vehicle.
Optionally, the dynamic speed profile comprises a service braking profile and an emergency braking profile; the common speed curve is a braking curve obtained by relieving braking when the actual speed is lower than the allowable speed after the train speed exceeds a preset speed threshold and the vehicle-mounted equipment brakes; the emergency braking curve is obtained by relieving braking after the train stops after the train speed exceeds a preset speed threshold and the vehicle-mounted equipment adopts emergency braking; for the mobile authorization, when the mobile authorization is overtime, the corresponding mobile authorization is shortened.
Optionally, the RBC movement authorization generation algorithm in step 23 further includes a route + train-to-train distance, where the RBC accurately positions the train on the internal topological graph according to the current position of the train, allocates an idle route in front of the train as long as possible to the train according to a route state in front of the train and a maximum MA length constraint allowed by the RBC, and calculates a total length of the idle routes to generate MA.
The invention also provides a CTCS-3-based mobile block train control method, which comprises the following steps:
step S1, establishing a GSM-R wireless link at a specified place after the train is taken out of the warehouse, sending a registration application to RBC by a driver through an operation interface DMI through a wireless network, and completing train registration after the RBC identifies a corresponding train through a CTC;
and step S2, acquiring and transmitting train operation data in real time after the train starts to operate, calculating the target distance according to the movement blocking principle, completing the train integrity detection and generating the movement authorization.
According to the technical scheme provided by the embodiment of the invention, the mobile block train control system CTCS-3I and the method based on CTCS-3 in the embodiment of the invention are based on the existing CTCS-3 system, no hardware equipment is added, and the mobile block is realized by modifying a software control algorithm. The control algorithm is that a GSM-R wireless link is established at a specified place after a train is taken out of a warehouse, a driver sends a registration application to RBC through an operation interface DMI via a wireless network, and the RBC finishes train registration after the identification of the corresponding train is finished at the CTC; after the train starts to run, the mobile block equipment, the standby system equipment and the shared equipment coordinate to finish train running data acquisition and transmission, train integrity detection, target distance mode curve calculation and mobile authorization generation. The invention changes the target point tracked by the train from the original track circuit starting end to the tail of the forward train, shortens the train tracking interval and improves the passing capacity of the train in the interval by 50 percent; in the train operation control process, the CTCS-3I increases the parallel monitoring of train positioning, speed and tracking intervals, and improves the train operation safety. Meanwhile, the train under the CTCS-3I system can adopt an unmanned driving mode or a CTCS-3I + ATO mode, and the intelligence of train operation is improved on the premise of ensuring safety.
Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a schematic diagram of a basic structure of a European ETCS system in the prior art;
FIG. 2 is a schematic structural diagram of a CTCS-3I according to an embodiment of the present invention;
FIG. 3 is a graph of a train tracking interval versus a braking curve in accordance with an embodiment of the present invention;
FIG. 4 is a schematic diagram illustrating the principle of moving block when the embodiment of the present invention adopts two modes of hard wall collision and soft wall collision.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
As used herein, the singular forms "a", "an", "the" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.
It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the prior art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
Aiming at the problem that the mobile blocking technology is not realized in the CTCS-3 for the 300-plus-350 km/h line, the invention does not add any other hardware on the basis of the existing CTCS-3 hardware, realizes the mobile blocking train control in the CTCS-3 by modifying a software control algorithm, forms a new train control system, namely CTCS-3I, and the CTCS-3I can keep compatible with the existing CTCS-3 equipment and meet the technical requirements of train degradation operation and cross-line operation, and is suitable for the 350km/h line. The CTCS-2I train control system is a train control system which can replace the existing CTCS-2 and CTCS-3 systems and realizes the operation control of the 200-plus-250 km/h train without adding any hardware equipment on the basis of the CTCS-2 used for the 200-plus-250 km/h line. No hardware equipment is added, so that the system can be consistent and compatible with the existing system, and is convenient to popularize and implement; investment can be reduced, and the efficiency of the existing system can be exerted to the maximum extent; meanwhile, the continuity and stability of operation and maintenance operation can be maintained. The innovation and the highlight of CTCS-2I and CTCS-3I are realized without adding any hardware equipment, and the premise of realizing mobile blocking in CTCS-3 is provided. The CTCS-3I is a train control system which is firstly upgraded in China in the future and becomes a next-generation train operation control system in China.
In general, there are two ways to achieve a moving occlusion:
mode one, the hard wall-impacting mode: the movement block of the speed of the preceding train is not considered (MB-V0 mode). In this method, the preceding train is set to a stopped state by considering only the position of the preceding train and not the speed of the preceding train.
Mode two, soft wall mode of hitting: consider the moving block of the position and speed of the preceding train (MB-V system). This ensures that a subsequent train can be parked with service braking before the first train is placed in a service braking park position.
The existing CTCS-3 train control system generates a driving license by a Radio Block Center (RBC), GSM-R realizes the bidirectional transmission of train-ground information, a transponder is used for train positioning calibration, a track circuit is used for train occupation and integrity check, and a vehicle-mounted device monitors the safe operation of a train by adopting a target distance continuous speed curve control mode and a device brake priority mode. And the CTCS-3 train control system (C3 train control system for short) is uniformly configured with vehicle-mounted and ground equipment according to the standard compatible with the CTCS-2 train control system.
The CTCS-3 level train operation control system comprises ground equipment and vehicle-mounted equipment. The ground equipment comprises a Radio Block Center (RBC), a Train Control Center (TCC), a temporary speed limiting server, ZPW-2000(UM) series track circuits, a responder (including LEU), GSM-R communication interface equipment and the like; the vehicle-mounted equipment comprises a vehicle-mounted safety computer (VC), a GSM-R wireless communication unit (RTU), a track circuit information receiving unit (TCR), a responder information receiving module (BTM), a recording unit (DRU), a human-computer interface (DMI), a Train Interface Unit (TIU) and the like. The ground RBC and the vehicle-mounted VC are core equipment of a C3 train control system.
RBC is the core part of the ground subsystem of CTCS-3 level train control system. The RBC generates driving permission according to information such as a track circuit, an interlocking route and the like, and transmits the driving permission, line parameters and temporary speed limit to CTCS-3-level vehicle-mounted equipment through a GSM-R wireless communication system; and meanwhile, information such as train position, train parameters and the like sent by the vehicle-mounted equipment is received through a GSM-R wireless communication system. And the RBC receives the track circuit information from the TCC through the interlocking system to realize the train occupation and integrity check. CTCS-2 is a backup system for CTCS-3.
And the vehicle-mounted VC calculates and generates a target distance continuous speed control mode curve according to information such as driving permission, line parameters, temporary speed limit and the like provided by the ground equipment and the parameters of the motor train unit, and simultaneously monitors the safe operation of the train according to the mode curve and the equipment brake priority mode.
On the basis of the CTCS-3 train control system, the invention provides a CTCS-3-based moving block train control method and a CTCS-3I system, which do not add hardware and carry out moving block train control by running corresponding software. The CTCS-3I system changes a target point tracked by the train from the original track circuit starting end to the tail of the forward train, thereby shortening the train tracking interval and improving the passing capacity of the train in the interval by 50 percent; meanwhile, parallel monitoring of train positioning, speed and tracking intervals is increased, and train operation safety is improved.
For the convenience of understanding the embodiments of the present invention, the following description will be further explained by taking several specific embodiments as examples in conjunction with the drawings, and the embodiments are not to be construed as limiting the embodiments of the present invention.
First embodiment
The embodiment provides a moving block train control system CTCS-3I based on CTCS-3, and fig. 2 is a schematic structural diagram of the CTCS-3I. As shown in fig. 2, the CTCS-3I includes: the ground equipment, the vehicle-mounted equipment and the GSM-R wireless network of the CTCS-3 also comprise CTCS-3I train control software which runs on the ground equipment and the vehicle-mounted equipment.
As shown in fig. 2, the ground device, the vehicle-mounted device and the GSM-R wireless network are redistributed according to functions in the CTCS-3I system, and are divided into the following three types: the mobile block device, the standby system device, and the mobile block and standby system sharing device. Wherein,
the mobile block device comprises at least a GSM-R wireless unit, a GSM-R fixed network, a key management center KMC, an on-board wireless transmission unit RTU, a C3I control unit (C3 control unit in original CTCS-3), and a radio block center RBC; wherein, the RTU and C3I control units are vehicle-mounted equipment, and the RBC is ground equipment; the GSM-R wireless unit, the GSM-R fixed network and the key management center KMC belong to a GSM-R wireless network.
The standby system equipment at least comprises a C2 control unit, a station train control center TCC, a trackside electronic unit LEU and an active transponder; wherein, the C2 control unit is a vehicle-mounted device, and the TCC, the LEU and the active transponder are ground devices;
the shared equipment at least comprises an operation interface DMI, a speed measuring unit SDU, a train interface unit TIU, a track unit receiving unit TCR, a transponder processing module BTM, a transponder antenna, a passive transponder, a track circuit TC, a temporary speed limiting server TSRS, an interlocking CBI and a debugging centralized management center CTC; the operation interface DMI, the speed measuring unit SDU, the train interface unit TIU, the track unit receiving unit TCR, the transponder processing module BTM and the transponder antenna are vehicle-mounted equipment, and the passive transponder, the track circuit TC and the temporary speed limiting server TSRS are ground equipment. Preferably, the shared device may further include a judicial recording unit IRU, and the IRU belongs to a vehicle-mounted device. CBI is station equipment, and CTC is control center equipment.
And the CTCS-3I adopts a track circuit TC to realize train occupancy detection.
It should be noted that the standby system of the CTCS-3 is the CTCS-2, and when the equipment of the CTCS-3 fails or the wireless communication is interrupted, the degraded operation of the train is controlled by the CTCS-2. And on the CTCS-2 line, the train is controlled by the CTCS-2 to realize off-line operation.
The CTCS-3I train control software at least comprises vehicle-mounted safety computer VC software and ground radio block center RBC software.
When the CTCS-3I train control software is executed, the following steps are realized:
step S1, establishing GSM-R wireless link at the specified place after the train is delivered from the warehouse, the driver sends registration application to RBC through GSM-R wireless network by the DMI, the RBC completes train registration after the corresponding train is identified by CTC.
Further, when sending the registration application, firstly, the vehicle-mounted wireless transmission unit RTU calls to establish a GSM-R channel when passing through the passive transponder, and an operation interface DMI of the vehicle-mounted equipment sends the train ID, the train number, the train length and the stored train parameters input by a driver to the RBC for registration; and the RBC forwards train number information to the CTC to identify the train and complete train registration.
Furthermore, a GSM-R channel is established to realize CTCS-3I vehicle-ground wireless communication, and information transmission is ensured to be safe and reliable through key management. For the wireless communication, the GSM-R digital communication of the CTCS-3 can meet the mobile blocking requirements in the aspects of transmission mode, information quantity, rate, delay and the like, and has the capability of being upgraded to LTE-R. Preferably, the average distance between the GSM-R wireless network base stations is 2.5-2.7 km, so that complete redundancy in coverage is formed, and signal blind areas possibly occurring when a certain base station fails are eliminated. RBC is connected with GSM-R network through ISDN PRI interface, the telephone number of all ISDN PRI interfaces in a set of RBC system is the same, the vehicle-mounted equipment calls and establishes wireless channel through telephone number. And when the communication interruption of the GSM-R exceeds the specified time, the vehicle-mounted equipment implements service braking. And meanwhile, the CTCS-3I uses a standby system to carry out degraded operation.
And step S2, acquiring and transmitting train operation data in real time after the train starts to operate, calculating the target distance according to the movement blocking principle, completing the train integrity detection and generating the movement authorization.
Further, the step S2 includes the following steps:
and step S21, the vehicle-mounted equipment determines the position of the train and measures the speed of the train, and the position of the train, the speed of the train, the integrity information of the train, the state of the train and the state of the vehicle-mounted equipment are sent to the RBC through a GSM-R wireless network.
Further, the vehicle-mounted equipment determines the position and the measuring speed of the train in a mode of adopting a wheel axle pulse speed sensor of the velocity measuring unit SDU to be fused with a Doppler radar speed sensor and utilizing a passive transponder in the ground equipment to correct the running distance. And the vehicle-mounted equipment transmits information such as the position of the train, the speed of the train, the state of the train, the fault type of the vehicle-mounted equipment and the like to the RBC in a wireless mode.
Further, the train integrity information is obtained through train integrity detection. And the CTCS-3I adopts a track circuit to realize train integrity detection and track occupation inspection.
And step S22, the train obtains the train permission in the current RBC control range, the allowable speed of all positions of the train in the train permission area is calculated, a target distance continuous speed control mode curve is generated, and the safe operation of the train is monitored.
Further, the train obtains the driving permission in the current RBC control range, namely, the CTC commands the CBI to handle the train route according to the driving plan, the RBC and the interlock divide the line between stations into a plurality of signal authorization SA sections, and then information interaction is carried out according to the signal authorization SA sections and the increment distance, preferably, the information interaction process transmits information in an object mode, and the object comprises a train state, a signal authorization and an emergency parking area; the CBI sends signal authorization SA and train integrity information to the RBC according to the access information and the track circuit state; the RBC generates a driving license MA according to the signal authorization SA, the increment distance, the train position and the running direction, and sends the driving license to the vehicle-mounted equipment; meanwhile, the information sent by the RBC to the vehicle-mounted device further includes: command effective time, line description and access state information, temporary speed limit information.
Further, the allowable speed of all the positions of the train in the driving permission area is calculated, a target distance continuous speed control mode curve is generated, and the train speed monitoring is completed through the vehicle-mounted equipment, namely the vehicle-mounted equipment and the vehicle-mounted safety computer software. And the train speed monitoring of the vehicle-mounted equipment comprises a ceiling speed monitoring CSM and a target speed monitoring TSM. Wherein the CSM monitors a fixed speed profile determined by a current value of a maximum limit speed profile; the TSM monitors braking to a lower target speed, reaching an End of Authority (EOA)/Limit Authority (LOA). Preferably, the tracking target points of the two modes of the ceiling speed monitoring CSM and the target speed monitoring TSM are the tail parts of the front vehicles.
Under the CSM and TSM monitoring, the generated target distance continuous speed control mode curves are respectively a static speed curve and a dynamic speed curve. Corresponding to CSM, the calculation of the static speed curve comprises the allowable speed of the line (limited by the grade, the gradient, the camber and the like of the line, the speed of a bridge and a tunnel), temporary speed limit, the speed grade aiming at a specific train and the like, is determined by basic equipment (such as the line, the bridge, the tunnel and the like) and the attribute, the structure and the self condition of the train, and the vehicle-mounted equipment calculates according to the line data and the train parameters; when the ceiling speed monitoring curve is in a higher speed limit level, the train meets the requirement of a lower static speed curve until the tail end of the train also enters a higher speed level section; when the ceiling speed monitoring curve is in a lower speed limit grade, the front end of the train should meet the requirement of a dynamic speed curve. Corresponding to the TSM, the dynamic speed curve comprises an allowable speed curve, an alarm speed curve, a service braking curve and an emergency braking curve, the vehicle-mounted equipment determines the braking deceleration of the train under various conditions and at various positions according to a traction model, a braking model, a gradient, an adhesion condition and the like, and determines the distance needing to be kept by the train tail according to the length of the train, so that the alarm speed curve, the service braking curve and the emergency braking curve are calculated.
FIG. 3 is a graph of train tracking interval versus service braking curve and emergency braking curve for this embodiment. As shown in fig. 3, when the train speed exceeds a preset speed threshold, the vehicle-mounted device performs braking, and when the actual speed is lower than the allowable speed, the braking is relieved, so as to obtain a service braking curve; or, emergency braking is adopted, and braking is relieved after the train stops, so that an emergency braking curve is obtained. For the mobile authorization, when the mobile authorization is overtime, the corresponding mobile authorization is shortened. Preferably, the train tracking interval information is generated by fusing position information reported by the vehicle-mounted equipment and ground track section idle information.
In the generated target distance continuous speed control mode curve, the target distance changes along with the change of the target point, namely, the moving occlusion is realized.
Furthermore, the process of realizing the moving block can adopt a hard wall-impacting mode or a soft wall-impacting mode. Fig. 4 is a schematic diagram showing the principle of moving block in the case of using two modes of hard wall collision and soft wall collision.
As shown in fig. 4, the minimum interval between the preceding train 1 and the following train 2 is set to L, and the speed, deceleration, and free time of the preceding train and the following train are set to V1、V2、β1、β2、τ1、τ2The safety protection distance is LS1And LS2. Then there are:
when the train 1 is in a parked state, it is located at B.
The mobile block MB-V0 in the hard wall collision mode is adopted, and the tracking interval between two vehicles is as follows regardless of the speed of the front vehicle:
when the train 1 is in motion, it is located at C. The moving block MB-V mode of the soft wall collision mode is adopted, the speed of the front vehicle is considered, and the tracking interval between the two vehicles is
When the speed and deceleration (acceleration) of two vehicles are kept consistent, the tracking interval between the two vehicles only needs to be LS2It is equivalent to the two vehicles being in a soft connection state.
In the step, the CTCS-3I can adopt a hard wall-impacting mode or a soft wall-impacting mode. The safety of the hard wall collision is higher, and the transportation performance is improved more obviously when the soft wall collision is carried out. Preferably, a hard wall collision mode is adopted, and the safety margin of the system is increased by properly prolonging the safety protection distance, reducing the communication overtime and the like.
And step S23, the RBC adopts a mobile authorization generation algorithm to extend the mobile authorization for the train according to the access information, the idle information of the block subarea and the increment distance provided by the interlocking CBI as the train moves forward, and the mobile authorization is completed among different RBCs.
The RBC controls all trains in the jurisdiction area, and when the trains pass through the RBC junction, two RBCs carry out train control right handover, so that the continuous operation of the trains is ensured.
Preferably, the RBC movement authorization generation algorithm is a distance between a route and a train. The RBC accurately positions the train on an internal topological graph according to the position reported by the train, allocates the idle routes as long as possible in front of the train to the train according to the route state in front of the train and the maximum MA length constraint allowed by the RBC, and calculates the total length of the idle routes to generate MA. And if the tracking train needs to take the tail of the front train as a stopping point, generating the MA. Meanwhile, the MA includes information such as a transponder, a change point, a phase separation region, a level conversion region, an RBC switching region, etc., which are allocated to the train in the route range in the static line description information, and dynamic temporary speed limit information on the internal topological graph.
The movement authorization MA of the train may include: MA end point EOA, target speed of EOA, danger point, end point of protection zone, opening speed, etc. The driving license comprises normal movement authorization MA, shortened movement authorization SNA, unconditional emergency stop UEM and conditional emergency stop CEM.
The driving license SA section (a train route or a parking section in a station and a train spacing distance in an interval) provided by the RBC is a basic unit. A free SA sector can be and can only be assigned to one registered train.
Preferably, the step S2 may further include:
in step S24, when a predetermined condition is met, the mode is switched to the backup mode to perform train control.
The backup system of CTCS-3I is CTCS-2. When CTCS-3I equipment fails or wireless communication is interrupted, the train is degraded to operate and is controlled by CTCS-2.
It should be noted that there is no obvious sequential relationship between the steps S21 and S25, and the software steps are executed according to logic.
The moving block train control system CTCS-3I based on CTCS-3 described in this embodiment is compared with other train control systems in the prior art to obtain table 1.
TABLE 1 comparison of Performance of several exemplary train control systems
As shown in table 1, the CTCS-3I system of the present embodiment has improved safety and transportation capability.
In terms of safety performance, in CTCS-3I, the trail train 2 and the lead train 1 are maintained for as long as 1 service braking distance L is maintainedSBAnd 1 safety distance LSMoving block ofAt intervals, the train is safe, and no rear-end accident occurs. The uncertainty of the monitoring curve calculation is caused by factors such as errors in train speed measurement and positioning, differences in train braking performance, calculation accuracy and the like. For this purpose, a safety distance L is providedSAnd the safety margin of the system is improved. When a braking mode curve of a train is calculated, the maximum value of the train safety protection distance is selected to be 60m in the station and 110m in the section. As the train speed decreases, the safety protection distance value may be reduced. The concrete expression is as follows:
the safety performance is improved by 1: and adding a ground RBC in the CTCS-3I to calculate the train allowable speed function of the corresponding movement authorization of the trains in all jurisdictions and track the train speed information and transmit the information back to the RBC function. And the RBC compares the calculated train allowable speed with the returned train actual speed, and sends an unconditional emergency stop command to the train if the emergency brake speed value is exceeded. The train speed and ground parallel monitoring is realized, and the system safety is improved.
The safety performance is improved by 2: and the CTCS-3I ground RBC calculates the tracking interval allowed by the train and compares the tracking interval with the actual interval of the two trains, and if the tracking interval exceeds the value close to the minimum interval, an alarm is sent to avoid the rear-end collision accident of the train.
The safety performance is improved by 3: train positioning information from RBC to vehicle-mounted equipment in CTCS-3I is compared with track circuit occupation information from RBC to interlock to confirm the correctness of the train position. Prevent the wrong transmission or the wrong transmission after the wireless channel is interfered.
In the aspect of transportation capacity, in the train running process of the CTCS-3I, a mobile blocking control mode is adopted, and compared with a three-display automatic blocking system, the section capacity is increased by at least 30%, and generally can reach 65%.
From the above analysis, it can be seen that the moving block train control system CTCS-3I based on CTCS-3 of the embodiment does not add any hardware device based on the existing CTCS-3 system, and realizes moving block by modifying a software control algorithm, changes a target point tracked by a train from an existing track circuit start end to a tail end of a preceding train, shortens a train tracking interval, and improves the efficiency of passing the train in an interval or a station by 50%; in the train operation control process, the CTCS-3I increases the parallel monitoring of train positioning, speed and tracking intervals, and improves the train operation safety. Meanwhile, the train under the CTCS-3I system can adopt an unmanned driving mode or a CTCS-3I + ATO mode, and the intelligence of train operation is improved on the premise of ensuring safety.
Second embodiment
The embodiment provides a CTCS-3-based mobile block train control method, which comprises the following steps:
step S1, establishing GSM-R wireless link at the specified place after the train is delivered from the warehouse, the driver sends registration application to RBC through wireless network via operation interface DMI, RBC completes train registration after the RBC identifies the corresponding train by CTC.
And step S2, acquiring and transmitting train operation data in real time after the train starts to operate, calculating the target distance according to the movement blocking principle, completing the train integrity detection and generating the movement authorization.
Further, the step S2 includes the following steps:
and step S21, the vehicle-mounted equipment determines the position of the train and measures the speed of the train, and the position of the train, the speed of the train, the integrity information of the train, the state of the train and the state of the vehicle-mounted equipment are sent to the RBC through a GSM-R wireless network.
And step S22, the train obtains the train permission in the current RBC control range, the allowable speed of all positions of the train in the train permission area is calculated, a target distance continuous speed control mode curve is generated, and the safe operation of the train is monitored.
And step S23, the RBC extends and moves the authorization for the train according to the access information, the idle information of the block subarea and the increment distance provided by the interlocking CBI and completes the movement authorization among different RBCs along with the forward running of the train.
The method can also comprise the following steps:
in step S24, when a predetermined condition is met, the mode is switched to the backup mode to perform train control.
It should be noted that the moving block train control method based on the CTCS-3 in this embodiment corresponds to the moving block train control system based on the CTCS-3I in the first embodiment, and the above description and explanation of the CTCS-3I are also applicable to the moving block train control method in this embodiment, and are not repeated herein.
Those of ordinary skill in the art will understand that: the figures are merely schematic representations of one embodiment, and the blocks or flow diagrams in the figures are not necessarily required to practice the present invention.
The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, for apparatus or system embodiments, since they are substantially similar to method embodiments, they are described in relative terms, as long as they are described in partial descriptions of method embodiments. The above-described embodiments of the apparatus and system are merely illustrative, and the units described as separate parts may or may not be physically separate, and the parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
Those of ordinary skill in the art will understand that: the components in the devices in the embodiments may be distributed in the devices in the embodiments according to the description of the embodiments, or may be correspondingly changed in one or more devices different from the embodiments. The components of the above embodiments may be combined into one component, or may be further divided into a plurality of sub-components.
The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (5)
1. A three-level CTCS-3 based China Train Control System (CTCS) -3 moving block train control system (CTCS-3I) comprises ground equipment, vehicle-mounted equipment and a GSM-R wireless network of the CTCS-3, and is characterized by further comprising CTCS-3I train control software running on the ground equipment and the vehicle-mounted equipment, wherein the ground equipment, the vehicle-mounted equipment and the GSM-R wireless network are redistributed according to functions in the CTCS-3I system and are divided into the following three types: the system comprises a mobile block device, a standby system device and a mobile block and standby system sharing device;
wherein the mobile occlusion device comprises: the system comprises a GSM-R wireless unit, a GSM-R fixed network, a key management center KMC, a vehicle-mounted wireless transmission unit RTU, a C3I control unit and a radio block center RBC, wherein the RTU and the C3I control unit are vehicle-mounted equipment, and the RBC is ground equipment; the GSM-R wireless unit, the GSM-R fixed network and the key management center KMC belong to a GSM-R wireless network;
the standby system apparatus includes: the system comprises a C2 control unit, a station train control center TCC, a trackside electronic unit LEU and an active transponder; wherein, the C2 control unit is a vehicle-mounted device, and the TCC, the LEU and the active transponder are ground devices;
the common device includes: the system comprises an operation interface DMI, a speed measuring unit SDU, a train interface unit TIU, a track circuit receiving unit TCR, a transponder transmission module BTM, a transponder antenna, a passive transponder, a track circuit TC, a temporary speed limit server TSRS, an interlocking CBI, a dispatching centralized control system CTC and a judicial recording unit JRU; the train speed measurement system comprises an operation interface DMI, a speed measurement unit SDU, a train interface unit TIU, a track circuit receiving unit TCR, a transponder transmission module BTM, a transponder antenna and a judicial recording unit JRU, wherein the operation interface DMI, the speed measurement unit SDU, the train interface unit TIU, the track circuit receiving unit TCR, the transponder transmission module BTM, the transponder antenna and the judicial recording unit TSRS are vehicle-mounted equipment, and a passive transponder, a track circuit TC and a temporary speed limit server TSRS are ground equipment; the CBI is station equipment, and the CTC is positioned in a control center;
the CTCS-3I adopts a track circuit TC to realize train occupation detection;
the CTCS-3I column control software executes the following steps:
step S1, establishing a GSM-R wireless link at a specified place after the train is taken out of the warehouse, sending a registration application to RBC by a driver through an operation interface DMI via a GSM-R wireless network, and completing train registration after the RBC identifies a corresponding train by a CTC;
step S2, after the train starts to run, the vehicle-mounted device collects and transmits the train running data in real time, calculates the target distance according to the moving block principle, and completes the train integrity detection and RBC generation moving authorization, including:
step S21, the vehicle-mounted equipment determines the position of the train and measures the speed of the train, and sends the position of the train, the speed of the train, the integrity information of the train, the state of the train and the state of the vehicle-mounted equipment to the RBC through a wireless network;
step S22, the vehicle-mounted equipment obtains the driving permission in the current RBC control range, calculates the allowable speed of all positions of the train in the driving permission area, generates a target distance continuous speed control mode curve and monitors the safe running of the train, wherein the target distance continuous speed control mode curve comprises a static speed curve and a dynamic speed curve; wherein the static speed profile is obtained by ceiling speed monitoring CSM and is determined by the current value of the highest limit speed profile; the dynamic speed curve is obtained by a target speed monitoring TSM and reflects the target speed and the achievable driving permission end point EOA/limiting permission end point LOA; the tracking target points of the ceiling speed monitoring CSM and the target speed monitoring TSM are the tail parts of the front vehicles;
step S23, along with the forward running of the train, the RBC adopts a mobile authorization generation algorithm to extend the mobile authorization for the train according to the access information provided by the interlocking CBI, the idle information of the block subarea and the increment distance, and the mobile authorization is completed among different RBCs;
the train control method of the moving block train control system CTCS-3I based on the three-level CTCS-3 of the China train control system comprises the following steps:
step S1, when the driver sends a registration application to RBC through GSM-R wireless network via operation interface DMI, firstly, the driver calls the vehicle-mounted wireless transmission unit RTU to establish GSM-R channel when passing through passive responder, and the operation interface DMI of the vehicle-mounted device sends the train ID, train number, train length and stored train parameters input by the driver to RBC for registration; RBC forwards train number information to CTC for train identification to complete train registration;
the method comprises the steps of establishing a GSM-R channel to realize CTCS-3I vehicle-ground wireless communication, ensuring safe and reliable information transmission through key management, connecting RBC with a GSM-R network through ISDN PRI interfaces, enabling telephone numbers of all ISDN PRI interfaces in a set of RBC systems to be the same, calling and establishing the wireless channel by vehicle-mounted equipment through the telephone numbers, and implementing common brake by the vehicle-mounted equipment after communication interruption of the GSM-R exceeds a specified time, and simultaneously using a standby system by CTCS-3I to perform degraded operation;
step S2, after the train starts to run, acquiring and transmitting train running data in real time, calculating a target distance according to a moving block principle, and completing train integrity detection and generating moving authorization;
the step S2 includes the following steps:
step S21, the vehicle-mounted equipment determines the position of the train and measures the speed of the train, and sends the position of the train, the speed of the train, the integrity information of the train, the state of the train and the state of the vehicle-mounted equipment to the RBC through a GSM-R wireless network;
step S22, the train obtains the permission to drive in the current RBC control range, calculates the allowable speed of all positions of the train in the permission area, generates a target distance continuous speed control mode curve and monitors the safe operation of the train;
the train obtains the processing procedure of the train permission in the current RBC control range, the CTC orders the CBI to handle the train route according to the train plan, the RBC and the interlock divide the line between the stations into a plurality of signal authorization SA sections, then information interaction is carried out according to the signal authorization SA sections and the increment distance, the information interaction procedure transmits information in an object mode, and the object comprises a train state, a signal authorization and an emergency stop area; the CBI sends signal authorization SA and train integrity information to the RBC according to the access information and the track circuit state; the RBC generates a driving license MA according to the signal authorization SA, the increment distance, the train position and the running direction, and sends the driving license to the vehicle-mounted equipment; meanwhile, the information sent by the RBC to the vehicle-mounted device further includes: command effective time, line description and access state information and temporary speed limit information;
the allowable speed of all the positions of the train in the driving permission area is calculated, a target distance continuous speed control mode curve is generated, the monitoring of the train speed is completed through the vehicle-mounted equipment,
in the generated target distance continuous speed control mode curve, the target distance changes along with the change of a target point, namely, the mobile block is realized, and the process of realizing the mobile block adopts a hard wall collision mode or a soft wall collision mode;
the minimum interval between the preceding train 1 and the following train 2 is set to L, and the speed, deceleration and idle time of the two trains are set to V1、V2、β1、β2、τ1、τ2The safety protection distance is LS1And LS2Then, there are:
when the train 1 is in a parked state,
the mobile block MB-V0 in the hard wall collision mode is adopted, and the tracking interval between two vehicles is as follows regardless of the speed of the front vehicle:
when the train 1 is in motion, a moving block MB-V mode of a soft wall collision mode is adopted, the speed of a front train is considered, and the tracking interval between the two trains is as follows:
when the speed and deceleration of two vehicles are kept consistent, the tracking interval between two vehicles only needs LS2The two vehicles are in a soft connection state;
step S23, along with the forward running of the train, the RBC adopts a mobile authorization generation algorithm to extend the mobile authorization for the train according to the access information provided by the interlocking CBI, the idle information of the block subarea and the increment distance, and the mobile authorization is completed among different RBCs;
the RBC controls all trains in the jurisdiction area, and when the trains pass through the RBC junction, two RBCs carry out train control right handover, so that the continuous operation of the trains is ensured.
2. The mobile occlusion train control system CTCS-3I of claim 1, wherein the step S2 further comprises:
in step S24, when a predetermined condition is met, the mode is switched to the backup mode to perform train control.
3. The mobile block train control system CTCS-3I according to any one of claims 1-2, wherein the train integrity information in step S21 is obtained by performing train integrity check and track occupancy check using a track circuit.
4. The mobile occlusive train control system CTCS-3I of claim 1, wherein the dynamic speed profile comprises a service brake profile and an emergency brake profile; the service braking curve is a braking curve obtained by relieving braking when the actual speed is lower than the allowable speed after the train speed exceeds a preset speed threshold and the vehicle-mounted equipment brakes; the emergency braking curve is obtained by relieving braking after the train stops after the train speed exceeds a preset speed threshold value and the vehicle-mounted equipment adopts emergency braking.
5. The CTCS-3I according to any one of claims 1-2, wherein the RBC movement authorization generation algorithm in step S23 further determines, for the distance between route and train, that RBC locates the train on the internal topological map according to the current position of the train, allocates the free routes in front of the train as long as possible to the train according to the route status in front of the train and the maximum MA length constraint allowed by RBC, and calculates the total length of these free routes to generate MA.
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