CN110239596B - A mobile block train control method and system based on CTCS-3 - Google Patents

Abstract

The present invention provides a CTCS-3-based mobile blocking train control system (CTCS-3I) and a method to solve the problem that high-speed trains cannot achieve mobile blocking. The mobile block train control system is based on the existing CTCS‑3 without adding hardware equipment. Through the control algorithm, the driver sends a registration application to the RBC before the train leaves the warehouse, and the train registration is completed after the train identification is completed; the train starts running Afterwards, hardware coordination completes the collection and transmission of train operation data, the detection of train integrity, the calculation of the target distance pattern curve, and the generation of mobile authorization to achieve mobile blocking. The invention changes the target point of train tracking from the beginning of the existing track circuit to the tail of the preceding train, shortens the train tracking interval, and improves the passing capacity of the train in the interval by 50%; , which increases the parallel monitoring of train positioning, speed and tracking interval, and improves the safety of train operation.

Description

A mobile block train control method and system based on CTCS-3

technical field

The invention belongs to the field of rail traffic and intelligent transportation, and in particular relates to a CTCS-3-based mobile block train control method and system.

Background technique

Rail transit, including trunk railways, high-speed railways and urban rail transits, has become the main means of transportation for people's travel and cargo transportation due to its advantages of large volume, fast speed, punctuality, convenience, safety, comfort, energy conservation and environmental protection. Transportation capacity is a key indicator to measure the quality of rail transit. Typical methods for improving transportation capacity include increasing the speed of trains, lengthening train formations, running heavy-duty trains, optimizing transportation plans, and strengthening transportation organization, management and scheduling. Among them, in terms of railway signals, there are many technologies for improving transportation capacity, such as: dispatching concentration, blocking technology, interlocking technology and so on.

Occlusion techniques include traditional automatic occlusion (fixed occlusion) and newly developed mobile occlusion. Moving Block (MB) refers to a communication-based blocking method in which the following train automatically sets the running speed according to the distance from the preceding train and the path conditions. The continuous wireless two-way communication between the train operation control center and the train in the mobile block is adopted to realize the safe interval control of the train. Compared with the fixed block, the moving block cancels the fixed block partition separated by the track circuit, and the target point of the train tracking changes from the beginning of the block occupied by the train to the tail of the preceding train; the minimum running distance of the train is determined by the actual running position of the train on the line. And the running state is determined, and the block section moves forward and adjusts continuously with the running of the train. Mobile blocking is basically the same as the process of highway drivers driving cars. Compared with the existing automatic blocking method, the mobile blocking has significantly improved the transport capacity of the line. Mobile blocking technology has been successfully applied in the operation control of low-speed trains in urban rail transit. The use of mobile blocking technology in mainline railways and high-speed railways is also intensified.

In Europe, since 1989, the European Railway Traffic Management System/European Train Control System (ERTMS/ETCS) requirements specification has been formulated under the funding of the European Commission, and the system framework and series of standards have been defined. , and has been incorporated into the International Union of Railways (UIC) standards. ERTMS/ETCS technical specification includes functional requirement specification, system requirement specification, security requirement specification, subsystem requirement specification, system test specification, subsystem interface specification, etc. The ETCS train control system is divided into five levels, including ETCS-0, ETCS-STM, ETCS-1, ETCS-2 and ETCS-3. FIG. 1 is a schematic diagram of a basic structure of an ETCS system in the prior art. As shown in Figure 1, among them: ETCS-0 is composed of ETCS on-board equipment and traditional train control system; ETCS-STM is composed of ETCS on-board equipment, traditional train control system and STM, which can be installed on railway lines with national signal systems. run. Using different receiving antennas, different formats of information can be received through the STM interface device; ETCS-1 is composed of ground signals, query transponders and track circuits, and adopts the form of fixed tracking intervals; drivers rely on ground signals to drive, and the equipment in front of the ground signal generates Speed monitoring; relying on track circuits or axle counting equipment to check train occupancy and integrity; using query transponders to cover existing signal systems in various countries, and for train positioning and transmission of control commands; this system is a typical point-type ATP. ETCS-2 is composed of track circuit, query transponder and GSM-R. Compared with the first-level, the driver completely relies on the on-board signal equipment to drive (the ground signal can be canceled); the train operation control command is continuously transmitted through GSM-R, and the train and the ground are Two-way communication is possible; with the cooperation of point-type equipment, the on-board equipment continuously monitors the running speed of the train; relies on the track circuit or axle counting equipment to check the occupancy and integrity of the train; a wireless mobile blocking center is built; the system is based on mobile communication of continuous ATP. ETCS-3 consists of a query transponder and GSM-R. Compared with the second level, the ETCS level 3 relies on the on-board equipment and RBC to check the integrity of the train together, and does not require track circuits. Point equipment, GSM-R is the main equipment of the system. After the ground signal and track circuit are cancelled, the signal equipment on the ETCS three-level outdoor line is reduced to a minimum, and the train tracking interval control is realized by point equipment and wireless mobile blocking center, which has obvious mobile automatic blocking characteristics.

In 2012, the world's first freight railway equipped with the European train control system ETCS-3 went into commercial operation in central Sweden, using mobile blocking technology. However, the ETCS-3 is designed for freight trains whose speed is much lower than the 350km/h of high-speed railway operation; at the same time, the mobile blocking technology used in the line does not solve the problem of determining the length of the train and checking the integrity of the train. question.

With reference to foreign standards such as ETCS, China has stipulated the definition, objectives and system framework of China Train Control System (CTCS) in combination with the actual situation of its own railways. CTCS is divided into 5 application levels according to functional requirements and device configuration. CTCS-0 level is composed of general locomotive signal and train operation monitoring and recording device, which is a traditional signal system. CTCS-1 level is composed of main locomotive signal and safe operation monitoring and recording device. As a supplement to continuous information, point information can realize the main body of locomotive signal and point-connected overspeed protection function. Applicable to routes below 160km/h. CTCS-2 level is a train operation control system based on track transmission information and adopting the integrated design of train and ground. On the ground, the train control center (TCC) generates the movement authorization (MA), and the vehicle adopts the safety computer-based train overspeed protection system (ATP) to generate the target distance speed control mode curve. With automatic blocking, there is no need for passing signals on the ground, and the locomotive attendants drive by the on-board signals. Applicable to 200-250km/h lines. CTCS-3 level is a train operation control system based on GSM-R wireless transmission of information and using track circuits to check train occupancy, and has CTCS-2 level functions. The mobile authorization (MA) is generated by the radio blocking center (RBC) on the ground, the transponder realizes the train positioning calibration, and the vehicle adopts the ATP system to generate the target distance pattern curve. Fixed automatic blocking is adopted, and the minimum tracking interval is 3 minutes. There is no need for passing signals on the ground. Applicable to 300-350km/h lines. CTCS-4 is a train operation control system based on wireless transmission of information. The ground can cancel the track circuit, and only set some fixed ground transponders for train positioning calibration. The train integrity check is done jointly by RBC and the on-board verification system. The train has the function of self-positioning, and the position of the train is transmitted by the train to the RBC, and then transmitted by the RBC to the subsequent trains to realize virtual block or mobile block. There is no passing signal on the ground of CTCS-4 level, and the locomotive crew travels by the on-board signal. Suitable for high-speed new lines or special lines. Chinese CTCS-3 and CTCS-4 are similar to European ETCS-2 and ETCS-3, respectively.

In the prior art, China's train control system has been developed to CTCS-3, a train control system based on automatic blocking, and the applicable speed is 300-350km/h. Due to the inherent characteristics of CTCS-3, mobile blocking with higher transport capacity cannot be achieved. The main reasons include:

Reason 1: The train speed is high, and the train mass is large and the inertia is large. After the mobile blocking technology is applied, the tracking interval between the two trains is shortened. In an emergency, it is difficult to take emergency measures, and there is a safety risk.

Reason 2: There is a misunderstanding in the classification of the train control system. European ETCS and Chinese CTCS, the technical specification plans the mobile blocking function to the next generation train control system, implemented in ETCS-3 and CTCS-4. The structure of the next-generation train control system has undergone tremendous changes, and its goal is to minimize the number of trackside signal equipment and reduce investment and operation and maintenance costs. Mobile blocking is only one of the main features of next-generation train control systems. There are misunderstandings in associating mobile blocking with the next-generation train control system and reducing trackside equipment.

Reason 3: Replacement of trackside equipment by on-board equipment fails to achieve train integrity testing. After the track circuit is cancelled, the integrity detection is completed by the on-board equipment. At present, the train integrity detection methods completed by the on-board equipment include: train tail device, train bus, satellite positioning and other methods. These methods have technical defects and need to be further improved. The subway mobile blocking system is used for train integrity detection through ground axle counters.

Reason 4: It is difficult to be compatible with the existing train control system after the cancellation of the track circuit. The first is the backup system issue. After the ground equipment is cancelled, the functions of the existing trackside signal equipment are transferred to the vehicle-mounted equipment. Obviously, it is difficult for the mobile blocking system to be compatible with the existing train control system after the ground equipment is cancelled. On the mobile block line, if the on-board signal equipment fails or the wireless communication is interrupted, the train cannot be controlled according to the mobile block. If there is no backup system, the driver can only use the visual driving mode to manually drive the train, and the train speed is lower than 40km/h, which is equivalent to the paralysis of the entire line for high-speed railways. The second is the issue of online and offline. It is difficult to achieve online and offline when using a line based on wireless communication mobile blocking and a line based on a track circuit fixed blocking method, and interconnection between different lines cannot be achieved.

Therefore, in the prior art, the mobile blocking is realized by canceling the trackside signal equipment (track circuits, most transponders, signal machines, etc.) to reduce investment and operation and maintenance costs. There are technical risks such as the incompatibility of the existing systems, and there is also the risk that the safety monitoring responsibility is completely concentrated on the on-board equipment because the train does not constitute a vehicle-ground closed-loop control.

SUMMARY OF THE INVENTION

In order to improve the railway transportation capacity and overcome the problem that mobile blocking cannot be realized in high-speed railway transportation, the present invention provides a CTCS-3-based mobile blocking train control method and system. The mobile block train control under high speed operation of 350km/h maintains compatibility with the existing CTCS-3 equipment and meets the requirements of train degraded operation and cross-track operation. On the premise of maintaining the continuity and stability of operation and maintenance operations, it can improve the Transport capacity.

In order to achieve the above objects, the present invention adopts the following technical solutions.

The invention provides a mobile block train control system CTCS-3I based on the third-level CTCS-3 of the Chinese train control system. The CTCS-3I train control software on the ground equipment and on-board equipment, the CTCS-3I train control software performs the following steps:

In step S1, a GSM-R wireless link is established at a specified location after the train leaves the warehouse, the driver sends a registration application to the RBC through the operation interface DMI via the wireless network, and the RBC completes the train registration after the CTC identifies the corresponding train;

Step S2, after the train starts running, collect and transmit train running data in real time, calculate the target distance according to the principle of mobile blocking, complete the train integrity detection and generate the movement authorization.

Optionally, the step S2 further includes:

Step S21, the on-board equipment determines the train position and measures the train speed, and sends the train position, train speed, train integrity information, train status and on-board equipment status to the RBC through the wireless network;

Step S22, the train obtains a running permit within the current RBC control range, calculates the allowable speed of all positions of the train in the running permit area, generates a target distance continuous speed control mode curve, and monitors the safe operation of the train;

Step S23 , as the train moves forward, the RBC uses the movement authorization generation algorithm to extend the movement authorization for the train according to the route information provided by the interlocking CBI, the idle information of the blocked partition and the incremental distance, and completes the movement authorization between different RBCs.

Optionally, the step S2 further includes:

Step S24, when a predetermined condition is reached, switch to the backup mode for train control.

Optionally, in the step S21, the train integrity information is obtained by using the track circuit to perform the train integrity detection and the track occupancy check to obtain the train integrity information.

Optionally, in the step S22, the train obtains a running permit within the current RBC control range. Further, the CTC instructs the interlocking system CBI to handle the train approach according to the running plan, and the RBC and the CBI divide the inter-station line into several lines. The signal authorizes the SA section, and then exchanges information with the signal authorizing the SA section and the incremental distance; CBI sends the signal authorizing SA and train integrity information to the RBC according to the route information and track circuit status; RBC according to the SA and the incremental distance The distance, train position and running direction generate a traffic permission MA and send the MA to the onboard equipment.

Optionally, the target distance continuous speed control mode curve includes a static speed curve and a dynamic speed curve; wherein, the static speed curve is obtained by the ceiling speed monitoring CSM, and is determined by the current value of the maximum limit speed curve; the dynamic speed curve The speed curve is obtained by the target speed monitoring TSM, which reflects the target speed, the achievable driving permission end point EOA/restrictive permission end point LOA.

Optionally, the tracking target point of the ceiling speed monitoring CSM and the target speed monitoring TSM is the rear of the preceding vehicle.

Optionally, the dynamic speed curve includes a common braking curve and an emergency braking curve; the common speed curve is that after the train speed exceeds a preset speed threshold and the on-board equipment implements braking, when the actual speed is lower than the allowable speed The braking curve obtained by relieving the braking; the emergency braking curve is the braking curve obtained after the train speed exceeds the preset speed threshold and the on-board equipment adopts emergency braking, and the braking is relieved after the train stops. ; For mobile authorization, when the mobile authorization expires, the corresponding mobile authorization is shortened.

Optionally, the mobile authorization generation algorithm of the RBC in the step 23 is further the distance between the route + the train, and the RBC accurately locates the train on the internal topology map according to the current position of the train, according to the state of the route ahead of the train and the RBC allows The maximum MA length constraint of , assigns the longest possible idle routes in front of the train to the train, and calculates the total length of these idle routes to generate MA.

The present invention also provides a CTCS-3-based mobile block train control method, the method comprising:

In step S1, a GSM-R wireless link is established at a specified location after the train leaves the warehouse, the driver sends a registration application to the RBC through the operation interface DMI via the wireless network, and the RBC completes the train registration after the CTC identifies the corresponding train;

Step S2, after the train starts running, collect and transmit train running data in real time, calculate the target distance according to the principle of mobile blocking, complete the train integrity detection and generate the movement authorization.

It can be seen from the technical solutions provided by the above-mentioned embodiments of the present invention that the CTCS-3-based mobile block train control system CTCS-3I and the method in the embodiments of the present invention do not add any hardware on the basis of the existing CTCS-3 system. The device, by modifying the software control algorithm, achieves mobile occlusion. The control algorithm is to establish a GSM-R wireless link at a specified location after the train leaves the warehouse, the driver sends a registration application to the RBC through the operation interface DMI via the wireless network, and the RBC completes the train registration after completing the identification of the corresponding train at the CTC. ; After the train starts running, mobile blocking equipment, backup system equipment and shared equipment coordinate to complete the collection and transmission of train operation data, train integrity detection, target distance mode curve calculation and mobile authorization generation. The invention changes the target point of train tracking from the beginning of the existing track circuit to the tail of the preceding train, shortens the train tracking interval, and improves the passing capacity of the train in the interval by 50%; CTCS-3I is in the train operation control process. , which increases the parallel monitoring of train positioning, speed and tracking interval, and improves the safety of train operation. At the same time, trains under the CTCS-3I system can adopt unmanned driving or CTCS-3I+ATO mode, which improves the intelligence of train operation under the premise of ensuring safety.

Additional aspects and advantages of the present invention will be set forth in part in the following description, which will be apparent from the following description, or may be learned by practice of the present invention.

Description of drawings

In order to illustrate the technical solutions of the embodiments of the present invention more clearly, the following briefly introduces the accompanying drawings used in the description of the embodiments. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can also be obtained from these drawings without any creative effort.

1 is a schematic diagram of the basic structure of the European ETCS system in the prior art;

2 is a schematic structural diagram of a CTCS-3I according to an embodiment of the present invention;

Fig. 3 is the relation diagram of the train tracking interval and the braking curve in the embodiment of the present invention;

FIG. 4 is a schematic diagram of the principle of moving and blocking when two methods of hard hitting the wall and soft hitting the wall are adopted according to the embodiment of the present invention.

Detailed ways

Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, but not to be construed as a limitation of the present invention.

It will be understood by those skilled in the art that the singular forms "a", "an", "the" and "the" as used herein can include the plural forms as well, unless expressly stated otherwise. It should be further understood that the word "comprising" used in the description of the present invention refers to the presence of stated features, integers, steps, operations, elements and/or components, but does not exclude 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 should also be understood that terms such as those defined in general dictionaries should be understood to have meanings consistent with their meanings in the context of the prior art and, unless defined as herein, are not to be taken in an idealized or overly formal sense. explain.

The invention aims at the problem that the mobile blocking technology has not been implemented in CTCS-3 used for 300-350km/h lines. On the basis of the existing CTCS-3 hardware, without adding any other hardware, by modifying the software control algorithm, in the CTCS -3 to achieve mobile block train control, forming a new train control system, namely CTCS-3I, CTCS-3I can maintain compatibility with existing CTCS-3 equipment and meet the technical requirements of train degraded operation and cross-track operation, suitable for 350km /h line. The CTCS-2I train control system is based on the CTCS-2 used for the 200-250km/h line, without adding any hardware equipment, to realize the 200-250km/h train operation control. It is a kind of train that can replace the existing CTCS-2. and CTCS-3 two systems of train control system. Without adding any hardware equipment, it can be consistent and compatible with the existing system, which is convenient for promotion and implementation; it can reduce investment and maximize the performance of the existing system; at the same time, it can maintain the continuity and stability of operation and maintenance operations. Not adding any hardware device is the innovation and highlight of CTCS-2I and CTCS-3I, and it is the premise of realizing mobile blocking in CTCS-3. CTCS-3I is the first train control system to be upgraded in China in the future, and will become China's next-generation train operation control system.

In general, there are two ways to achieve mobile blocking:

Method 1, the method of hitting the wall hard: moving blockage without considering the speed of the preceding train (the MB-V0 method). In this method, only the position of the preceding train is considered, and the speed of the preceding train is not considered, that is, the preceding train is set to be in a stopped state.

Method 2, soft wall collision method: consider the movement block of the position and speed of the preceding train (MB-V method). This method ensures that the following trains can stop with normal braking before the preceding train stops at the very braking position.

The existing CTCS-3 train control system is generated by the Radio Blocking Center (RBC), the GSM-R realizes the two-way transmission of vehicle-ground information, the transponder is used for train positioning calibration, and the track circuit is used for train occupancy and integrity inspection. The on-board equipment uses the target distance continuous speed curve control mode and equipment braking priority to monitor the safe operation of the train. The CTCS-3 train control system (C3 train control system for short) is uniformly configured with on-board and ground equipment according to the standards compatible with the CTCS-2 train control system.

The CTCS-3 train operation control system includes ground equipment and on-board equipment. Ground equipment consists of Radio Block Center (RBC), Train Control Center (TCC), temporary speed limit server, ZPW-2000 (UM) series track circuit, transponder (including LEU), GSM-R communication interface equipment, etc.; vehicle equipment It consists of on-board safety computer (VC), GSM-R wireless communication unit (RTU), track circuit information receiving unit (TCR), transponder information receiving module (BTM), recording unit (DRU), man-machine interface (DMI), train Interface unit (TIU) and other components. Among them, the ground RBC and the vehicle VC are the core equipment of the C3 train control system.

The RBC is the core part of the ground subsystem of the CTCS-3 train control system. RBC generates driving permits based on information such as track circuits and interlocking routes, and transmits driving permits, line parameters, and temporary speed limits to CTCS-3 on-board equipment through the GSM-R wireless communication system; at the same time, through the GSM-R wireless communication system Receive information such as train location and train parameters sent by on-board equipment. The RBC receives track circuit information from the TCC through the interlock system for train occupancy and integrity checks. CTCS-2 is the backup system for CTCS-3.

The vehicle-mounted VC calculates and generates the target distance continuous speed control mode curve according to the driving permit, line parameters, temporary speed limit and other information provided by the ground equipment and EMU parameters, and monitors the safe operation of the train according to the mode curve and equipment braking priority.

On the basis of the above-mentioned CTCS-3 train control system, the present invention proposes a CTCS-3-based mobile block train control method and system CTCS-3I, which does not add hardware and performs mobile block train control by running corresponding software. The CTCS-3I system changes the target point of train tracking from the beginning of the existing track circuit to the tail of the preceding train, shortening the train tracking interval, and improving the passing capacity of the train in the interval by 50%; at the same time, it increases the train positioning and speed. And the parallel monitoring of tracking interval improves the safety of train operation.

In order to facilitate the understanding of the embodiments of the present invention, the following will take several specific embodiments as examples for further explanation and description in conjunction with the accompanying drawings, and each embodiment does not constitute a limitation to the embodiments of the present invention.

first embodiment

This embodiment provides a CTCS-3-based mobile block train control system CTCS-3I, and FIG. 2 is a schematic structural diagram of the CTCS-3I. As shown in FIG. 2 , the CTCS-3I includes: the ground equipment of the CTCS-3, the vehicle-mounted equipment and the GSM-R wireless network, and also includes the CTCS-3I train control software running on the ground equipment and the vehicle-mounted equipment.

As shown in Figure 2, the ground equipment, on-board equipment and GSM-R wireless network here are redistributed according to functions in the CTCS-3I system, and are divided into the following three types: mobile blocking equipment, backup system equipment, mobile blocking and backup system shared equipment. in,

The mobile blocking device includes at least 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 (the C3 control unit in the original CTCS-3), and a wireless blocking 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 the GSM-R wireless network.

The standby system equipment includes at least 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 on-board equipment, and the TCC, LEU and active transponder are ground equipment. ;

The shared equipment includes at least 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 limit server TSRS, Interlocking CBI, debugging centralized management center CTC; among them, operation interface DMI, speed measuring unit SDU, train interface unit TIU, track unit receiving unit TCR, transponder processing module BTM, transponder antenna are vehicle-mounted equipment, passive transponder, track Circuit TC and temporary speed limit server TSRS are ground equipment. Preferably, the shared equipment may further include a judicial recording unit IRU, and the IRU belongs to the vehicle-mounted equipment. CBI is the station equipment, and CTC is the control center equipment.

CTCS-3I adopts track circuit TC to realize train occupancy detection.

It should be noted that the backup system of CTCS-3 is CTCS-2. When CTCS-3 equipment fails or wireless communication is interrupted, CTCS-2 controls the degraded operation of the train. On the CTCS-2 line, the trains are controlled by CTCS-2 to realize off-line operation.

The CTCS-3I train control software includes at least the VC software of the vehicle-mounted safety computer and the RBC software of the ground wireless blocking center.

When the CTCS-3I train control software is executed, the following steps are implemented:

In step S1, a GSM-R wireless link is established at a specified location after the train leaves the warehouse. The driver sends a registration application to the RBC through the operation interface DMI via the GSM-R wireless network. After the RBC identifies the corresponding train by the CTC, the train registration is completed. .

Further, when the registration application is sent, the GSM-R channel is called by the on-board wireless transmission unit RTU when first passing through the passive transponder. The parameters of the train are sent to the RBC for registration; the RBC forwards the train number information to the CTC to identify the train and complete the train registration.

Further, the GSM-R channel is established to realize the CTCS-3I vehicle-ground wireless communication, and the security and reliability of the information transmission is ensured through key management. For the above wireless communication, the GSM-R digital communication of CTCS-3 can meet the requirements of mobile blocking in terms of transmission mode, information volume, speed, delay, etc., and has the ability to upgrade to LTE-R. Preferably, the GSM-R wireless network base stations have an average distance of 2.5-2.7 km, forming complete redundancy in coverage and eliminating signal dead zones that may occur when a certain base station fails. The RBC is connected to the GSM-R network through the ISDN PRI interface. The telephone numbers of all the ISDNPRI interfaces in a set of RBC systems are the same, and the in-vehicle equipment establishes a wireless channel by calling the telephone number. When the communication of GSM-R is interrupted for more than a specified time, the on-board equipment implements the normal braking. At the same time CTCS-3I uses the backup system, degraded operation.

Step S2, after the train starts running, collect and transmit train running data in real time, calculate the target distance according to the principle of mobile blocking, complete the train integrity detection and generate the mobile authorization.

Further, the step S2 includes the following steps:

Step S21, the on-board equipment determines the train position and measures the train speed, and sends the train position, train speed, train integrity information, train status and on-board equipment status to the RBC through the GSM-R wireless network.

Further, the on-board equipment determines the train position and measures the speed by using the axle pulse speed sensor of the speed measuring unit SDU to fuse with the Doppler radar speed sensor, and using the passive transponder in the ground equipment to correct the running distance. The on-board equipment sends information such as train position, train speed, train status and on-board equipment failure type to the RBC wirelessly.

Further, the train integrity information is obtained through train integrity detection. CTCS-3I adopts track circuit to realize train integrity detection and track occupancy check.

In step S22, the train obtains the running permission within the current RBC control range, calculates the allowable speed of all positions of the train within the running permission area, generates the target distance continuous speed control mode curve, and monitors the safe operation of the train.

Further, the train obtains the permission to travel within the current RBC control range. Therefore, the CTC orders the CBI to handle the train entry according to the driving plan, and the RBC and the interlock divide the inter-station line into several signal authorization SA sections, and then use the described Signal authorization SA section and incremental distance for information exchange, preferably, the information exchange process transmits information in the form of objects, the objects include train status, signal authorization and emergency parking area; CBI is based on route information and track circuit status Send signal authorization SA and train integrity information to RBC; RBC generates driving permission MA according to signal authorization SA and incremental distance, train position and running direction, and sends the driving permission to the on-board equipment; at the same time, the RBC sends it to the on-board equipment The information also includes: command effective time, line description and route status information, temporary speed limit information.

Further, the calculation of the allowable speed of all positions of the train in the driving permit area, the generation of the target distance continuous speed control mode curve, is completed by the train speed monitoring of the on-board equipment, that is, by the on-board equipment and on-board safety computer software. The on-board equipment train speed monitoring includes ceiling speed monitoring CSM and target speed monitoring TSM. Wherein, the CSM monitors a fixed speed curve, which is determined by the current value of the maximum speed limit curve; the TSM monitors braking to a lower target speed, reaching the End of Authority (EOA)/restrictive permission End point (Limit Authority, LOA). Preferably, the tracking target point of the two methods of the ceiling speed monitoring CSM and the target speed monitoring TSM is the rear of the preceding vehicle.

Under the monitoring of the above CSM and TSM, the generated target distance continuous speed control mode curves are the static speed curve and the dynamic speed curve respectively. Corresponding to CSM, the calculation of the static speed curve includes the allowable speed of the line (limited by the grade, slope, camber, etc. of the line, bridge, tunnel speed limit), temporary speed limit and speed class for specific trains, etc., by the basic equipment (such as line, Bridges, tunnels, etc.) and the attributes, structure, and conditions of the train are determined, and the on-board equipment is calculated based on line data and train parameters; when the ceiling speed monitoring curve is at a higher speed limit level, the train should meet the lower static speed curve. requirements, until the end of the train also enters the higher speed grade section; when the ceiling speed monitoring curve is at the lower speed limit grade, the front end of the train should meet the requirements of the dynamic speed curve. Corresponding to TSM, the dynamic speed curve includes the allowable speed curve, the alarm speed curve, the common braking curve and the emergency braking curve. The on-board equipment determines the train in various situations and positions according to the traction model, braking model, gradient and adhesion conditions, etc. According to the length of the train, the distance that needs to be kept at the rear of the train is determined, so as to calculate the alarm speed curve, the common braking curve and the emergency braking curve.

FIG. 3 is a diagram showing the relationship between the train tracking interval and the normal braking curve and the emergency braking curve in this embodiment. As shown in Figure 3, when the train speed exceeds the preset speed threshold, the on-board equipment implements braking, and when the actual speed is lower than the allowable speed, the braking is relieved to obtain a common braking curve; or, emergency braking is used, when the train stops Then release the brake to obtain the emergency braking curve. For the mobile authorization, when the mobile authorization times out, the corresponding mobile authorization is shortened. Preferably, the train tracking interval information is generated by fusion of the position information reported by the on-board equipment and the idle information of the ground track section.

In the generated target distance continuous speed control mode curve, the target distance changes with the change of the target point, that is, the movement occlusion is realized.

Furthermore, in the above-mentioned process of realizing the mobile blocking, a hard wall collision method or a soft wall collision method may be adopted. Figure 4 shows a schematic diagram of the principle of mobile occlusion when two methods of hard hitting the wall and soft hitting the wall are used.

As shown in Fig. 4, the minimum interval between the leading train 1 and the tracking train 2 is set as L, and the speed, deceleration and idle time of the two are respectively V ₁ , V ₂ , β ₁ , β ₂ , τ ₁ , τ ₂ , the safety protection distance is L _S1 and L _S2 . Then there are:

When the train 1 is in a stopped state, it is located at B.

The mobile blocking MB-V0 adopts the method of hard hitting the wall, regardless of the speed of the preceding vehicle, the tracking interval between the two vehicles is:

It is at C when train 1 is in motion. The mobile blocking MB-V method using the soft wall collision method, considering the speed of the preceding vehicle, the tracking interval between the two vehicles is

When the speed and deceleration (acceleration) of the two vehicles are consistent, the tracking interval between the two vehicles only needs to be L _S2 , which is equivalent to the two vehicles being in a soft connection state.

In this step, the CTCS-3I can use either the hard wall collision method or the soft wall collision method. The safety of the hard wall is relatively high, and the improvement of the transportation capacity of the soft wall is more obvious. Preferably, the method of hard hitting the wall is adopted, and the safety margin of the system is increased by appropriately extending the safety protection distance and slowing down the communication over time.

Step S23 , as the train moves forward, the RBC uses the movement authorization generation algorithm to extend the movement authorization for the train according to the route information provided by the interlocking CBI, the idle information of the blocked partition and the incremental distance, and completes the movement authorization between different RBCs.

RBC controls all trains within its jurisdiction. When the train passes through the RBC junction, the two RBCs will transfer the control rights to ensure the continuous operation of the train.

Preferably, the RBC movement authorization generation algorithm is route + distance between trains. RBC accurately locates the train on the internal topology map according to the position reported by the train, according to the state of the path ahead of the train and the maximum MA length constraint allowed by RBC, allocates the longest possible idle path ahead of the train to the train, and calculates these idle paths. The total length of the approach, generating the MA. If it is a tracking train, the rear of the preceding car should be used as the stopping point to generate MA. At the same time, MA contains information such as transponders, slope change points, speed change points, phase separation areas, grade conversion areas, and RBC switching areas within the route range allocated to the train in the static line description information, as well as information on the internal topology map. Dynamic temporary speed limit information.

The movement authorization MA of the train may include: MA end point EOA, target speed of EOA, danger point, end point of protection section, opening speed and other information. The driving permit includes the normal movement authorization MA, the shortened movement authorization SNA, the unconditional emergency stop UEM, and the conditional emergency stop CEM.

The driving permit provided by RBC is based on the SA section (the train entry or parking section in the station, and the interval between the trains) as the basic unit. A free SA segment can and can only be allocated to one registered train.

Preferably, the step S2 may further include:

Step S24, when a predetermined condition is reached, switch to the backup mode for 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 and controlled by CTCS-2.

It should be noted here that there is no obvious sequence relationship between the above steps S21 to S25, and the above software steps are executed according to logic.

Table 1 is obtained by comparing the CTCS-3-based mobile block train control system CTCS-3I described in this embodiment with other train control systems in the prior art.

Table 1 Performance comparison of several typical train control systems

As shown in Table 1, the CTCS-3I system of this embodiment is improved in terms of safety performance and transportation capacity.

In terms of safety performance, in CTCS-3I, as long as the tracking train 2 and the preceding train 1 maintain a moving block interval of 1 common braking distance L _SB and 1 safety distance L _S , the train is safe and no rear-end collision will occur. . The uncertainty of monitoring curve calculation is caused by factors such as errors in train speed measurement and positioning, differences in train braking performance, and calculation accuracy. Therefore, the safety distance L _S is set to improve the safety margin of the system. When calculating the braking mode curve of the train, the maximum safety protection distance of the train is 60m in the station and 110m in the interval. As the train speed decreases, the Safeguard Distance value can be reduced. Specifically:

Safety performance improvement 1: In CTCS-3I, the ground RBC function is added to calculate the allowable speed of the train corresponding to the movement authorization of all trains within the jurisdiction, and the tracking train speed information is sent back to the RBC function. RBC compares the calculated train allowable speed with the returned train actual speed, and sends an unconditional emergency stop command to the train if it exceeds the emergency braking speed value. The parallel monitoring of the train speed and the ground is realized, and the system security is improved.

Safety performance improvement 2: CTCS-3I ground RBC calculates the allowable tracking interval of the train and compares it with the actual interval between the two trains. If it exceeds the minimum interval value, an alarm is issued to avoid train rear-end collisions.

Safety performance improvement 3: In CTCS-3I, the train positioning information from the RBC to the on-board equipment in the future is compared with the track circuit occupancy information from the interlock to confirm the correctness of the train position. To prevent the wrong transmission or the wireless channel is interfered with after the wrong transmission.

In terms of transportation capacity, the CTCS-3I of this embodiment adopts the mobile blocking control method during the running process of the train. Compared with the three-display automatic blocking mode, the interval capacity is increased by at least 30% or more, and generally can reach 65%.

It can be seen from the above analysis that the CTCS-3-based mobile block train control system CTCS-3I of this embodiment does not add any hardware equipment on the basis of the existing CTCS-3 system. Mobile blocking, changing the target point of train tracking from the beginning of the existing track circuit to the tail of the preceding train, shortening the train tracking interval, and improving the efficiency of the train passing through the section or station by 50%; CTCS-3I is running on the train During the control process, parallel monitoring of train positioning, speed and tracking interval is added, which improves the safety of train operation. At the same time, trains under the CTCS-3I system can adopt unmanned driving or CTCS-3I+ATO mode, which improves the intelligence of train operation under the premise of ensuring safety.

Second Embodiment

This embodiment provides a CTCS-3-based mobile block train control method, the method includes:

In step S1, a GSM-R wireless link is established at a specified location after the train leaves the warehouse. The driver sends a registration application to the RBC through the operation interface DMI via the wireless network. After the RBC identifies the corresponding train by the CTC, the train registration is completed.

Step S2, after the train starts running, collect and transmit train running data in real time, calculate the target distance according to the principle of mobile blocking, complete the train integrity detection and generate the mobile authorization.

Further, the step S2 includes the following steps:

Step S21, the on-board equipment determines the train position and measures the train speed, and sends the train position, train speed, train integrity information, train status and on-board equipment status to the RBC through the GSM-R wireless network.

In step S22, the train obtains the running permission within the current RBC control range, calculates the allowable speed of all positions of the train within the running permission area, generates the target distance continuous speed control mode curve, and monitors the safe operation of the train.

Step S23 , as the train moves forward, the RBC extends the movement authorization for the train according to the route information provided by the interlocking CBI, the idle information of the blocked partition and the incremental distance, and completes the movement authorization between different RBCs.

Can also include:

Step S24, when a predetermined condition is reached, switch to the backup mode for train control.

It should be noted here that the CTCS-3-based mobile block train control method in this embodiment corresponds to the CTCS-3-based mobile block train control system CTCS-3I of the first embodiment. The description and explanation of the CTCS-3I are also applicable to the moving block train control method in this embodiment, and are not repeated here.

Those of ordinary skill in the art can understand that the accompanying drawing is only a schematic diagram of an embodiment, and the modules or processes in the accompanying drawing are not necessarily necessary to implement the present invention.

Each embodiment in this specification is described in a progressive manner, and the same and similar parts between the various embodiments may be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the apparatus or system embodiments, since they are basically similar to the method embodiments, the description is relatively simple, and reference may be made to some descriptions of the method embodiments for related parts. The apparatus and system embodiments described above are only illustrative, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, It can be located in one place, or it can be distributed over multiple network elements. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution in this embodiment. Those of ordinary skill in the art can understand and implement it without creative effort.

Those of ordinary skill in the art can understand that the components of the apparatus in the embodiment may be distributed in the apparatus of the embodiment according to the description of the embodiment, or may be located in one or more apparatuses different from the embodiment with corresponding changes. The components of the above-mentioned embodiments may be combined into one component, or may be further divided into multiple sub-components.

The above description is only a preferred embodiment of the present invention, but the protection scope of the present invention is not limited to this. Substitutions should be covered within the protection scope of the present invention. Therefore, the protection scope of the present invention should 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 L_S1And L_S2Then, 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 L_S2The 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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