CN110641524B - Method for continuously controlling train based on movement authorization generated by interlocking - Google Patents
Method for continuously controlling train based on movement authorization generated by interlocking Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
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- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
- B61L23/14—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated
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- B—PERFORMING OPERATIONS; TRANSPORTING
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Abstract
The invention discloses a method for continuously controlling a train based on movement authorization generated by interlocking, which mainly comprises the following steps: the interlocking system sends interlocking equipment state information to the train in real time through the train-ground wireless communication system according to the track section state, the lighting state of the signal machine and the state information of the platform safety door or the shielding door, and after the train receives the interlocking equipment state information, a train movement authorization position starting calculation stopping point is generated according to the position and the traveling direction of the train, so that corresponding stopping braking is completed. The method and the system for performing continuous movement authorization control on the train based on interlocking are more suitable for new rail transit with train tracking interval requirement of more than 3 minutes on the premise of ensuring driving safety, and can reduce the traffic construction cost per kilometer by about forty percent compared with a CBTC train control system.
Description
Technical Field
The invention relates to the technical field of train operation control, in particular to a method for continuously controlling a train based on movement authorization generated by interlocking.
Background
In recent years, with the development of Communication technology, especially the rapid development of wireless Communication, computer network technology and digital signal processing technology, in order to meet the requirement of high-speed and high-density operation of urban subway trains, a Train operation Control system (CBTC) Based on Communication has come into play, and has become the mainstream technology of the urban subway Train operation Control system.
In urban rail transit, a CBTC (communication based train control) system mainly comprises system equipment such as an automatic train monitoring system (ATS), a Zone Controller (ZC), a vehicle-mounted controller (CC), a Database Storage Unit (DSU), a Computer Interlock (CI) and a Data Communication System (DCS), and the CBTC system is mainly used for ensuring the safe operation of a train. It is mainly implemented by providing a Mobile Authorization (MA) for each communication train. MA refers to the permission of a train to travel in a given direction of travel and within a particular track segment. When the train runs in the controlled area, the CC sends the running position and running direction information of the train to the ZC through train-ground wireless communication, and the ZC sends respective movement authorization to all the trains in the controlled area according to the route establishment condition in the controlled area and the positions of all the trains. The CBTC system adopts a moving block mode, a minimum safe tracking interval distance unit between an adjacent front train and a subsequent train is not preset, but changes along with the movement and the speed change of the trains, so that the real-time following control of the running speed of the trains is realized, the supported train minimum tracking interval is 90 seconds, and the control system is suitable for the rapid high-density running of urban subway trains. The CBTC system has complete functions and high control precision, can realize the maximum line passing capacity, has strong operation and adjustment capacity, and has relatively high construction cost which reaches ten million yuan per kilometer.
For the new-type rail transit required by the current diversified transportation, particularly the new-type rail transit with medium and low transportation capacity such as a suspended monorail, mountain tourism traffic and the like which is formed in recent years, the minimum driving interval is generally more than 5 minutes; for lines with low passenger flow, the minimum traffic interval is even greater than 10 minutes. Therefore, for the medium-low traffic volume new-standard rail transit, a CBTC system with high construction cost is not the best choice, and the train control technology with better cost performance is researched and adopted, so that the purposes of ensuring the train operation safety and reducing the engineering construction are achieved.
Disclosure of Invention
The invention aims to provide a method for continuously controlling a train based on movement authorization generated by interlocking, which is more suitable for the operation requirement of the current new-type rail transit and saves the construction cost.
In order to achieve the above purpose, the invention provides the following technical scheme:
a method for continuous train control based on movement authorization generated by an interlock, comprising:
generating interlocking equipment state information corresponding to a plurality of trains by an interlocking system, and periodically sending the interlocking equipment state information;
calculating the next track section to be entered by the train by a train-mounted control system, and screening the received state information of the plurality of interlocking devices according to the calculation result to obtain the state information of the interlocking devices corresponding to the train; and calculating the movement authorization position of the train according to the screened interlocking equipment state information.
Preferably, the generating of the interlock device status information includes:
the interlocking system judges the running direction of the train according to the access state and the track section unlocking sequence; judging the position of the track section where the train is located according to the occupation condition of the track section; judging the next track section to which the train is about to enter according to the running direction of the train and the position of the track section where the train is located; and generating interlocking equipment state information corresponding to the train according to the judgment result.
Preferably, the interlock status information includes at least track segment information and signal information of a next track segment to which the plurality of trains are about to enter;
wherein, the track section information comprises the number and the occupation condition of the track section; the signal information comprises a signal serial number and a signal state.
Preferably, when the track section where the train is located or the next track section to which the train is about to enter is a platform track section, the interlocking device status information further includes status information of a platform screen door or a safety door in the platform track section.
Preferably, the train-mounted control system acquires the current position of the train through positioning, and calculates the current track section of the train according to the current position of the train and basic data of the interlocking section stored in the current position of the train; and then according to the current track section where the train is located and the running direction, calculating the next track section where the train is about to enter.
Preferably, the interlocked segment basic data includes a number of each segment, segment small mileage end point information, and segment large mileage end point information.
Preferably, when the train-mounted control system calculates the current track section of the train, the train-mounted control system judges whether the current track section of the train is a platform track section in real time;
if the current track section of the train is the platform track section, the vehicle-mounted control system of the train sends the state information of the train door to the interlocking system in real time, so that the linkage of the train door and a platform screen door or a safety door in the platform track section is realized through the interlocking system.
Preferably, the method for calculating the mobile authorized location includes:
when the track section where the train is located is a non-platform track section and the next track section where the train is about to enter is a non-platform track section;
if the track section state in the screened interlocking equipment state information is an unoccupied state and the signal machine state is a passing state, the starting point of the mobile authorization position is a far mileage endpoint of the track section; and if the track section state in the screened interlocking equipment state information is occupied and the signal machine state is forbidden, the starting point of the mobile authorization position is the near mileage endpoint of the track section.
Preferably, the method for calculating the mobile authorized location includes:
when the track section where the train is located is a non-platform track area and the next track section where the train is about to enter is a platform track section,
if the platform track section state in the screened interlocking equipment state information is an unoccupied state and the signal machine state is a passing state, the starting point of the mobile authorization position is a platform parking protection point of the track section;
and if the track section state in the screened interlocking equipment state information is occupied and the signal machine state is forbidden, the starting point of the mobile authorization position is the near mileage endpoint of the track section.
Preferably, in the process that the train enters or exits the platform track section, if the state of the platform screen door or the safety door is found to be an open state in the obtained interlocking equipment state information of the train, emergency braking is triggered, and the starting point of the movement authorized position is an emergency braking starting point.
Compared with the prior art, the invention has the beneficial effects that:
the interlocking system sends interlocking equipment state information to the train in real time through the train-ground wireless communication system according to the track section state and the lighting state information of the annunciator, after the train receives the interlocking equipment state information, a train moving authorized parking point is generated according to the position and the running direction of the train, and the train completes corresponding parking braking according to the corresponding authorized parking point; the method and the system for performing continuous movement authorization control on the train based on interlocking are more suitable for new rail transit with train tracking interval requirement of more than 3 minutes on the premise of ensuring driving safety, and can reduce the traffic construction cost per kilometer by about forty percent compared with a CBTC train control system.
Description of the drawings:
fig. 1 shows a schematic diagram of a mobile authorization MA.
Fig. 2 is a block diagram illustrating a system configuration for continuously controlling a train based on a movement authority generated by interlocking according to an exemplary embodiment of the present invention.
Fig. 3 shows a flowchart of a method for continuous train control based on movement authorization generated by interlocking according to an exemplary embodiment of the present invention.
Fig. 4 shows a mobile authorization control location diagram according to an exemplary embodiment of the invention.
Reference numerals: 401-track section small mileage end point; 402-signal machine; 403-track section mileage endpoint.
Detailed Description
The present invention will be described in detail below with reference to the accompanying drawings and embodiments, so that the objects, technical solutions and advantages of the present invention will be more clearly shown. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
Fig. 2 shows a block diagram of a system for continuous train control based on movement authorization generated by interlocking according to an exemplary embodiment of the present invention, including: the system comprises an interlocking subsystem (namely an interlocking system which comprises a plurality of track sections, turnouts and section protection signal lamps of a current road section), a platform screen door (safety door), a train-ground continuous wireless communication subsystem and a vehicle-mounted control subsystem. The interlocking subsystem mainly completes information interaction with trackside signal equipment, realizes the inspection of interlocking conditions and provides the relevant states of track sections and signal equipment; the platform shielding door (safety door) subsystem realizes the control of the platform shielding door (safety door) and provides the state of the platform shielding door (safety door); and the vehicle-mounted control subsystem acquires the position of the train and the related interlocking information in real time, generates a movement authorization and controls the train to run. The interlocking subsystem and the vehicle-mounted control subsystem (the vehicle-mounted control system of the train) are connected with the train-ground continuous wireless communication subsystem through corresponding interfaces (the train-ground wireless communication subsystem is connected with the interlocking subsystem interface in the ground equipment room and the vehicle-mounted control subsystem interface on the train), and real-time communication and mutual information transmission are carried out through the train-ground continuous wireless communication subsystem. Furthermore, a ground position correction subsystem is additionally arranged, and the ground position correction subsystem establishes a relation with a vehicle-mounted control subsystem through a vehicle-ground wireless subsystem; to help the on-board control subsystem better calculate the train position.
Specifically, fig. 3 illustrates a method for continuously controlling a train based on a movement authority generated by interlocking according to an exemplary embodiment of the present invention. The method of this embodiment mainly includes:
according to the information of the all-line schedule, the ground interlocking subsystem sends out an interlocking route arrangement instruction corresponding to all trains on the line, and checks whether the establishment conditions (track section state, turnout position state, enemy route state, platform screen door (safety door) state and the like) of the relevant routes are met. If the number of the start-end protection annunciators is not equal to the number of the start-end protection annunciators, the corresponding start-end protection annunciators of the related routes are opened (display permission signals), and if the number of the start-end protection annunciators is not equal to the number of the start-end protection annunciators, the corresponding start-end protection annunciators of the related routes are closed (display prohibition signals).
The ground interlock subsystem periodically transmits status (enable or disable) information of the ground signal to the train running on the line through the train-ground continuous wireless communication subsystem through the interface device.
The train-mounted control subsystem of the train running on the line is connected with the train-mounted equipment of the train-ground continuous wireless communication subsystem through the interface equipment, continuously receives the state (permission or prohibition) information of the ground signal machine in front of the train running, which is sent by the ground interlocking subsystem, in real time to serve as the movement authorization limit of the train, and calculates the speed protection curve of the train in real time and generates the recommended speed value according to the position and the real-time running speed of the train and the information of the vehicle-mounted line database. If the automatic driving mode is adopted, the vehicle-mounted automatic driving equipment can generate an automatic driving speed instruction according to the speed protection curve to automatically control the train to run or stop; if a driver manual driving mode is adopted, the driver can manually control the running speed or stop the train according to the recommended speed value.
The vehicle-mounted control subsystem judges whether the track section where the train is located is the platform track section in real time, if the train is located in the platform track section and is stopped stably, the vehicle-mounted control subsystem sends information of opening and closing the train door and the platform screen door (safety door) of the train to the ground interlocking subsystem in real time through the train-ground wireless communication system, and the ground interlocking subsystem and the ground platform screen door (safety door) are connected through an interface, so that the linkage function of the train door and the platform screen door (safety door) is realized.
Calculating the next track section to be entered by the train by a train-mounted control system, and screening the received state information of the plurality of interlocking devices according to the calculation result to obtain the state information of the interlocking devices corresponding to the train; and determining the movement authorization position of the train according to the screened interlocking equipment state information. And the train brakes and stops according to the corresponding movement authorization position.
The interlocking system generates interlocking equipment state information according to the track section state, the access state and the platform screen door or safety door state, and the corresponding interlocking equipment state information comprises a signal machine state and a track section state. Firstly, the interlocking system can judge the position of the train according to the occupation condition of the section, and simultaneously judge the running direction of the train according to the access state and the section unlocking sequence. And then judging the next track section to which the train is about to enter according to the track section position occupied by the train and the running direction, and generating interlocking equipment state information of the track sections corresponding to the plurality of trains according to a judgment result (the next track section to which all trains are about to enter in the road section), wherein the interlocking equipment state information comprises track section state information (whether the track section is occupied) and signal machine state information (whether the track section is passed or forbidden). And if the track section where the train is located or the next track section to which the train is about to enter is a platform track section, the interlocking equipment state information also comprises the state information of a platform screen door or a safety door in the platform track section. For example, if there is a train in the third section and the sixth section in the current driving section, the interlocking device state information generated by the interlocking system is the information of the fourth section and the seventh section, and mainly includes the track section state information and the signal machine state information; meanwhile, if the third section is a platform track section, the corresponding interlocking equipment state information also comprises the state information of a platform screen door or a safety door in the fourth section; so that the train can calculate the movement authorization position according to the state information of the shielding platform screen door or the safety door. And as shown in the following table, the corresponding interlock status information is sent in the form of a data packet, with different information contained in different fields.
TABLE 1
And when the interlocking equipment generates corresponding interlocking equipment state information, a vehicle-mounted control system in the train calculates the position of the track section where the train is located according to the accurate position of the train obtained by the vehicle-mounted speed measuring and positioning subsystem and the basic data of the interlocking section stored in the vehicle-mounted computer. The interlocking section basic data comprises information of all sections in the current road section, namely the number of each section, the small mileage end point information and the large mileage end point information of each section, and the position relation among the interlocking sections. As shown in the following table:
TABLE 2
Therefore, the vehicle-mounted train control system can acquire the position of the track section where the vehicle-mounted train control system is located and the serial numbers of the track sections before and after the corresponding track section from the mileage information of each section in the basic data of the interlocking section according to the acquired position of the vehicle-mounted train control system through positioning. And then calculating the next track section to be entered by the train according to the running direction of the train. According to the calculated NAME or number (SEC _ ID or SEC _ NAME) of the next track section to which the train is about to enter, the interlocking equipment state information meeting the requirement of the train is screened out from the interlocking equipment state information acquired through the train-ground wireless communication system, and then according to the state of the next section, the state of a protection signal machine and the state information of a platform of the platform track section where the train is located in the interlocking equipment state information, the mobile authorization position of the train under the current condition is calculated. When the train-mounted control system calculates the current track section of the train, judging whether the current track section of the train is a platform track section in real time; if the current track section of the train is a platform track section, the vehicle-mounted control system of the train sends the state information of the train door to the interlocking subsystem (the ground interlocking subsystem and a ground platform screen door or a safety door interface) in real time through the train-ground continuous wireless communication subsystem so as to realize the linkage of the train door and the platform screen door or the safety door in the platform track section through the interlocking subsystem, thereby being linked to open when the train stops at the platform and being convenient for passengers to get off the train and linked to close when the train drives out of the platform. And in the process that the train drives in or out of the platform track section, if the state of a platform screen door or a safety door is found to be an open state in the obtained interlocking equipment state information of the train, emergency braking is triggered, and the starting point of the movement authorized position is the starting point of the emergency braking.
Fig. 4 shows a mobile authorized location according to an exemplary embodiment of the present invention, wherein the calculation method specifically includes:
the first case: as shown in fig. 4, if the train is in a section and the next section to be traveled is a non-platform section, the train knows that the state of the next section is idle according to the obtained interlock status information, and the protection signal of the signal 402 is in an open state (green light or yellow light), the train movement authorization position starting point is a far-end mileage point of the next section, namely a track section big mileage endpoint 403; if the protection signal of the signal machine 402 is in a forbidden state (red light lighting), the starting point of the train moving authorization position is the next section near-end mileage point, namely the small mileage end point 401 of the track section. The starting point of the mobile authorized position is a safe distance which is different from the actual stopping point of the train, namely a safety margin, so that the actual stopping of the train cannot reach the starting point generally; only the train finds the most suitable stopping position point according to the corresponding starting point and the safety margin.
The second case: if the section where the train is located is a non-platform section, and the next section to be run is a platform section, the platform is a planned parking platform. At this time, if the train finds that the state of the next section is idle and the protection signal is in an open state (green light or yellow light) in the obtained interlocking equipment state information, the train movement authorized position starting point is a parking protection point of a parking platform, and the corresponding parking protection point is set according to the industry general standard. If the state of the next section is an occupied state or the protection signal is a forbidden state (red light lighting), the starting point of the train moving authorization position is the near-end mileage point of the next section. At this time, if the next section platform to which the train is going to move is a stop-jump platform (an unintended stop platform, i.e., the train does not need to stop at the platform), the calculation method of the train movement authorized position starting point is the same as that of the first case.
The third situation: if the section where the train is located is a platform section or the platform is an unscheduled stop platform;
if the train just drives into the platform section and finds that the platform screen door or the safety door is in an open state in the obtained interlocking equipment state information, the train triggers emergency braking, and the train movement authorized position starting point is an emergency braking starting point; and if the platform screen door or the safety door is in a closed state, and the starting point of the train moving authorization position is a protection point for platform parking. And when the train stops at the platform, if the platform screen door or the safety door is in an open state in the obtained interlocking equipment state information, the train is forbidden to leave.
If the platform screen door or the safety door is in a closed state, the train can be dispatched to the platform and run out of the platform, and if the train completely runs out of the platform, the calculation mode of the train movement authorization position starting point is the same as that of the first situation, namely if the train finds that the next section to be operated is in an idle state in the obtained interlocking equipment state information and the protection signal is in an open state (a green light or a yellow light), the train movement authorization position starting point is a far-end mileage point of the next section; if the next section is in an occupied state or the protection signal is in a forbidden state (red light lighting), the starting point of the train moving authorization position is the near-end mileage point of the next section. In addition, in the process that the train leaves the platform (namely, under the condition that the train does not completely leave the platform), the train finds that the platform screen door or the safety door is in an open state in the obtained interlocking equipment state information, and will trigger the emergency braking of the train, so that the starting point of the train movement authorization position is the starting point of the emergency braking. If the platform where the train is located is a planned jumping-off platform, if the train does not completely run out of the platform, and if the platform screen door or the safety door is in an open state in the obtained interlocking equipment state information of the train, the train triggers emergency braking, and the starting point of the movement authorized position of the train is an emergency braking starting point; if the platform screen door or the safety door is in a closed state, the calculation mode of the starting point of the train moving authorized position is the same as the first situation; if the train has completely exited the platform, the calculation of the train movement authorization location starting point is performed in the same manner as the first case.
Claims (8)
1. A method for continuous train control based on movement authorization generated by an interlock, the method comprising:
generating interlocking equipment state information corresponding to a plurality of trains by an interlocking system, and periodically sending the interlocking equipment state information;
calculating the next track section to be entered by the train by a train-mounted control system, and screening the received state information of the plurality of interlocking devices according to the calculation result to obtain the state information of the interlocking devices corresponding to the train; the train-mounted control system of the train calculates the starting point of the movement authorization position of the train according to the screened interlocking equipment state information; wherein the generation of the interlock device status information comprises:
the interlocking system judges the running direction of the train according to the access state and the track section unlocking sequence; judging the position of the track section where the train is located according to the occupation condition of the track section; judging the next track section to which the train is about to enter according to the running direction of the train and the position of the track section where the train is located; generating interlocking equipment state information corresponding to the train according to the judgment result;
the interlock status information includes at least track segment information and semaphore information for a next track segment into which the plurality of trains are about to enter;
wherein, the track section information comprises the number and the occupation condition of the track section; the signal information comprises a signal serial number and a signal state.
2. The method according to claim 1, wherein when the track section where the train is located or the next track section where the train is about to enter is a platform track section, the interlocking device status information further includes status information of a platform screen door or a safety door in the platform track section.
3. The method according to claim 2, wherein the train vehicle-mounted control system obtains the current position of the train through positioning, and calculates the track section where the train is currently located according to the current position of the train and the basic data of the interlocking section stored in the current position of the train; and then according to the current track section where the train is located and the running direction, calculating the next track section where the train is about to enter.
4. The method of claim 3, wherein the interlocked segment basis data includes a number of each segment, segment low range end point information, and segment high range end point information.
5. The method according to claim 4, wherein when the train vehicle-mounted control system calculates the current track section of the train, the train vehicle-mounted control system judges whether the current track section of the train is a platform track section in real time;
if the current track section of the train is the platform track section, the vehicle-mounted control system of the train sends the state information of the train door to the interlocking system in real time, so that the linkage of the train door and a platform screen door or a safety door in the platform track section is realized through the interlocking system.
6. The method of claim 5, wherein the mobile authorized location is calculated by:
when the track section where the train is located is a non-platform track section and the next track section where the train is about to enter is a non-platform track section;
if the track section state in the screened interlocking equipment state information is an unoccupied state and the signal machine state is a passing state, the starting point of the mobile authorization position is a far mileage endpoint of the track section; and if the track section state in the screened interlocking equipment state information is occupied and the signal machine state is forbidden, the starting point of the mobile authorization position is the near mileage endpoint of the track section.
7. The method of claim 5, wherein the mobile authorized location is calculated by:
when the track section where the train is located is a non-platform track area and the next track section where the train is about to enter is a platform track section,
if the platform track section state in the screened interlocking equipment state information is an unoccupied state and the signal machine state is a passing state, the starting point of the mobile authorization position is a platform parking protection point of the track section;
and if the track section state in the screened interlocking equipment state information is occupied and the signal machine state is forbidden, the starting point of the mobile authorization position is the near mileage endpoint of the track section.
8. The method according to claim 5, wherein the emergency braking is triggered when the train finds that the platform screen door or the safety door is open in the obtained interlocking device status information during the process of driving in or out the platform track section, and the starting point of the movement authorized position is an emergency braking starting point.
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