CN110758481A - Train operation protection system and train operation protection method - Google Patents
Train operation protection system and train operation protection method Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
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Abstract
The invention provides a train operation protection system and a train operation protection method, and belongs to the technical field of train operation control. The system comprises a data acquisition module for acquiring running state data of the train; the data receiving and transmitting module selects a direct connection type or cellular communication mode to realize the receiving and transmitting of the running state data of the front vehicle and the rear vehicle according to the running state data of the front vehicle and the running state data of the rear vehicle; and the state calculation module updates the MA terminal according to the running state data and judges whether the train is currently in a safety protection range or not according to the running state data. And a vehicle-mounted controller in the CBTC system calculates a train target speed curve of the rear train according to the updated MA terminal point and controls the running state of the rear train. The method and the system reduce the workload caused by analyzing a large amount of data by the zone control center ZC, reduce the time delay caused in the process of transmitting the train information, improve the communication quality among trains, and improve the train operation safety and the operation efficiency.
Description
Technical Field
The invention relates to the technical field of train operation control, in particular to a train operation protection system and a train operation protection method, which can simplify ground equipment and improve train operation efficiency and operation safety.
Background
At present, in a CBTC system taking the ground as the center, there is no direct information transmission between trains, the information transmission between trains must pass through the trackside equipment as a relay, the information transmission mode between trains causes delay, and the communication quality of the CBTC is affected by the change of the communication channel environment from the train to the trackside equipment. In addition, the zone control center ZC needs to analyze information of a large number of trains, resulting in a large workload and a long processing time. With the development of communication and control technologies, railway signal systems are being explored toward decentralization, weakening of ground equipment share, and enhancement of train autonomy. On the premise of not influencing and changing the core of the existing train operation control system, reliable train-to-train communication is introduced to obviously promote the development of train control and signals to semi-automatic or full-automatic operation, and the safety of the control system and the train operation efficiency can be obviously improved. Therefore, the proposal of the unmanned system based on vehicle-to-vehicle communication to improve the train operation efficiency and simplify the ground equipment has practical significance.
Disclosure of Invention
The invention aims to provide a train operation protection system and a train operation protection method which can improve the communication speed and quality between trains and improve the operation efficiency and the operation safety of the trains, so as to solve at least one technical problem in the background technology.
In order to achieve the purpose, the invention adopts the following technical scheme:
in one aspect, the present invention provides a train operation protection system, including:
the data acquisition module is used for acquiring the running state data of the train;
the data transceiver module is used for selecting a direct-connection or cellular communication mode to realize the transmission of the running state data of the front vehicle and the rear vehicle according to the running state data of the front vehicle and the running state data of the rear vehicle;
and the state calculation module is used for updating the MA terminal according to the running state data and judging whether the train is currently in the safety protection range according to the running state data.
Preferably, the operation state data includes a position, a speed and a train number of the train.
Preferably, the data transceiver module includes:
the distance calculation unit is used for calculating the distance between two trains according to the position and the speed of the train;
the judging unit is used for judging whether the distance between the two rows of workshops is within a preset communication mode conversion distance;
the direct connection type communication unit is used for realizing a direct connection type communication mode of two columns of workshops;
and the cellular communication unit is used for realizing a cellular communication mode of two rows of workshops.
Preferably, the system further comprises a ground base station, and the ground base station is used for sending the position, the speed and the train number of the front train and the rear train to a central ATS of the existing CBTC system.
On the other hand, the invention also provides a method for protecting the train operation by using the system, which comprises the following steps:
respectively acquiring running state data of a front vehicle and running state data of a rear vehicle;
according to the running state data of the front vehicle and the running state data of the rear vehicle, a direct connection type or cellular communication mode is selected to realize the transmission of the running state data of the front vehicle and the rear vehicle;
the rear vehicle updates the MA terminal according to the running state data of the front vehicle and judges whether the train is currently in the safety protection range or not according to the running state data;
if the train is within the safety protection range, the train continues to normally run, otherwise, the rear train sends an emergency signal to the vehicle-mounted ATP to control the rear train to brake;
and the vehicle-mounted controller in the CBTC system calculates a train target speed curve of the rear train according to the updated MA terminal point, and the CBTC system controls the running state of the rear train according to the train target speed curve.
Preferably, the operation state data includes a position, a speed and a train number of the train.
Preferably, the selecting a direct-connection or cellular communication mode to transmit the running state data of the front vehicle and the running state data of the rear vehicle according to the running state data of the front vehicle and the running state data of the rear vehicle specifically includes:
determining the distance between two rows of workshops according to the speed of the rear vehicle, the position of the rear vehicle, the speed of the front vehicle and the position of the front vehicle;
when the current communication mode of the train is the direct connection mode, if the distance between two rows of workshops is greater than 1000m, switching to the cellular communication mode, and otherwise, continuously maintaining the direct connection mode;
when the current communication mode of the train is a cellular mode, if the distance between two trains is smaller than or equal to 1000m, the communication mode is switched to a direct connection mode, otherwise, the cellular communication mode is continuously maintained.
Preferably, the updating the MA endpoint by the rear vehicle according to the operation state data of the front vehicle specifically includes:
determining the distance between two rows of workshops according to the speed of the rear vehicle, the position of the rear vehicle, the speed of the front vehicle and the position of the front vehicle;
the safety braking distance of the rear vehicle is the sum of the safety protection distance of the rear vehicle and the braking distance of the rear vehicle;
the MA terminal point of the rear vehicle is the difference between the distance between the two rows of the vehicles and the safety braking distance.
Preferably, the judging whether the train is currently within the safety protection range according to the operation state data specifically includes:
determining the distance between two rows of workshops according to the speed of the rear vehicle, the position of the rear vehicle, the speed of the front vehicle and the position of the front vehicle;
the safety braking distance of the rear vehicle is the sum of the safety protection distance of the rear vehicle and the braking distance of the rear vehicle;
if the distance between the two rows of workshops is smaller than or equal to the safety braking distance of the rear vehicle, the rear vehicle is not in the safety protection range; and if the distance between the two rows of workshops is greater than the safety braking distance of the rear vehicle, the rear vehicle is within the safety protection range.
Preferably, the method further comprises: the position, the speed and the train number of the front vehicle and the rear vehicle are sent to a central ATS of the existing CBTC system; the ATS supervises the safe operation of each train on the line based on the position, speed, and train number.
The invention has the beneficial effects that: the trains are directly communicated without being transferred through ground equipment, the train controller generates the Movement Authorization (MA) according to the information of the front trains, the workload caused by the fact that a regional control center ZC needs to analyze the information of a large number of trains is reduced, the time delay caused in the transmission process of the train information is reduced, the communication quality between the trains is improved, the distance between the front train and the rear train is shortened, and the train operation safety and the operation efficiency are improved.
Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
Fig. 1 is a functional schematic block diagram of a train operation protection system according to embodiment 1 of the present invention.
Fig. 2 is a schematic flow chart of a train operation protection method according to embodiment 1 of the present invention.
Fig. 3 is a functional schematic block diagram of a train operation protection system according to embodiment 2 of the present invention.
Fig. 4 is a schematic diagram of a method for calculating a mobile authorization endpoint MA according to embodiment 2 of the present invention.
Fig. 5 is a schematic diagram of two LTE-V communication methods according to embodiment 2 of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below by way of the drawings are illustrative only and are not to be construed as limiting the invention.
It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the prior art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
As used herein, the singular forms "a", "an", "the" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.
In the description of this patent, it is to be understood that the terms "center," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like are used in the orientations and positional relationships indicated in the drawings for the convenience of describing the patent and for the simplicity of description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are not to be considered limiting of the patent.
In the description of this patent, it is noted that unless otherwise specifically stated or limited, the terms "mounted," "connected," and "disposed" are to be construed broadly and can include, for example, fixedly connected, disposed, detachably connected, disposed, or integrally connected and disposed. The specific meaning of the above terms in this patent may be understood by those of ordinary skill in the art as appropriate.
For the purpose of facilitating an understanding of the present invention, the present invention will be further explained by way of specific embodiments with reference to the accompanying drawings, which are not intended to limit the present invention.
It should be understood by those skilled in the art that the drawings are merely schematic representations of embodiments and that the elements shown in the drawings are not necessarily required to practice the invention.
Example 1
As shown in fig. 1, an embodiment of the present invention provides a train operation protection system, which includes:
the data acquisition module is used for acquiring the running state data of the train;
the data transceiver module is used for selecting a direct-connection or cellular communication mode to realize the receiving and the transmitting of the running state data of the front vehicle and the rear vehicle according to the running state data of the front vehicle and the running state data of the rear vehicle;
and the state calculation module is used for updating the MA terminal according to the running state data and judging whether the train is currently in the safety protection range according to the running state data.
The operating state data includes the position, speed, and train number of the train.
The data transceiving module includes:
the distance calculation unit is used for calculating the distance between two trains according to the position and the speed of the train;
the judging unit is used for judging whether the distance between the two rows of workshops is within a preset communication mode conversion distance;
the direct connection type communication unit is used for realizing a direct connection type communication mode of two columns of workshops;
and the cellular communication unit is used for realizing a cellular communication mode of two rows of workshops.
The system also comprises a ground base station, wherein the ground base station is used for sending the position, the speed and the train number of the front train and the rear train to a central ATS of the existing CBTC system.
As shown in fig. 2, an embodiment of the present invention provides a method for train operation protection by using the above system, where the method includes the following steps:
respectively acquiring running state data of a front vehicle and running state data of a rear vehicle;
according to the running state data of the front vehicle and the running state data of the rear vehicle, a direct connection type or cellular communication mode is selected to realize the transmission of the running state data of the front vehicle and the rear vehicle;
the rear vehicle updates the MA terminal according to the running state data of the front vehicle and judges whether the train is currently in the safety protection range or not according to the running state data;
if the train is within the safety protection range, the train continues to normally run, otherwise, the rear train sends an emergency signal to the vehicle-mounted ATP to control the rear train to brake;
and the vehicle-mounted controller in the CBTC system calculates a train target speed curve of the rear train according to the updated MA terminal point, and the CBTC system controls the running state of the rear train according to the train target speed curve.
The method for realizing the transmission of the running state data of the front vehicle and the rear vehicle by selecting a direct connection type or cellular communication mode according to the running state data of the front vehicle and the running state data of the rear vehicle specifically comprises the following steps:
determining the distance between two rows of workshops according to the speed of the rear vehicle, the position of the rear vehicle, the speed of the front vehicle and the position of the front vehicle;
when the current communication mode of the train is the direct connection mode, if the distance between two rows of workshops is greater than 1000m, switching to the cellular communication mode, and otherwise, continuously maintaining the direct connection mode;
when the current communication mode of the train is a cellular mode, if the distance between two trains is smaller than or equal to 1000m, the communication mode is switched to a direct connection mode, otherwise, the cellular communication mode is continuously maintained.
The updating of the MA endpoint by the rear vehicle according to the operation state data of the front vehicle specifically includes:
determining the distance between two rows of workshops according to the speed of the rear vehicle, the position of the rear vehicle, the speed of the front vehicle and the position of the front vehicle;
the safety braking distance of the rear vehicle is the sum of the safety protection distance of the rear vehicle and the braking distance of the rear vehicle;
the MA terminal point of the rear vehicle is the difference between the distance between the two rows of the vehicles and the safety braking distance.
The step of judging whether the train is currently within the safety protection range according to the running state data specifically comprises the following steps:
determining the distance between two rows of workshops according to the speed of the rear vehicle, the position of the rear vehicle, the speed of the front vehicle and the position of the front vehicle;
the safety braking distance of the rear vehicle is the sum of the safety protection distance of the rear vehicle and the braking distance of the rear vehicle;
if the distance between the two rows of workshops is smaller than or equal to the safety braking distance of the rear vehicle, the rear vehicle is not in the safety protection range; and if the distance between the two rows of workshops is greater than the safety braking distance of the rear vehicle, the rear vehicle is within the safety protection range.
The method further comprises the following steps: the position, the speed and the train number of the front vehicle and the rear vehicle are sent to a central ATS of the existing CBTC system; the ATS supervises the safe operation of each train on the line based on the position, speed, and train number.
Example 2
As shown in fig. 3, embodiment 2 of the present invention provides a train unmanned operation protection system for an urban rail CBTC system, which mainly includes four parts:
a (vehicle-mounted end) train data acquisition unit, a (vehicle-mounted end) train-vehicle communication functional unit (namely a data transceiving module), a (vehicle-mounted end) train-vehicle computing unit (namely a state computing unit) and a (ground end) train-vehicle communication base station unit (namely a ground base station);
the system mainly has three functions, namely automatic operation, automatic protection and automatic supervision.
The main flow of the automatic operation function of the system is as follows:
1) the train data acquisition unit of the front train acquires and packages information such as the position, the speed, the train number and the like of the front train, and sends the packaged data information to the communication function unit (namely a data transceiver module) of the front train.
2) After a communication function unit (namely, a data transceiver module) of a front train receives a data packet sent by a train data acquisition unit of the front train, whether a communication mode is a direct connection mode or a cellular mode is selected according to the current situation, and then the data packet is sent to a communication function unit (namely, a data transceiver module) of a rear train.
3) And after receiving the data packet sent by the front train, the rear train communication functional unit (namely, the data transceiving module) sends the data packet to the train-mounted computing unit of the rear train.
4) And after receiving the data packet of the front train, the train-mounted computing unit of the rear train (the train-mounted end) analyzes the data packet to obtain the state information of the front train, and updates the MA terminal of the rear train according to the position and speed information of the front train.
5) And sending the MA terminal updated by the vehicle-mounted computing unit (namely the state computing unit) of the rear train to a vehicle-mounted controller in the existing CBTC system, wherein the vehicle-mounted controller computes a train target speed curve according to the MA terminal, and the vehicle-mounted ATO in the existing CBTC system automatically operates according to the computed target speed curve.
The main flow of the automatic protection function of the system is as follows:
1) the train data acquisition unit of the front train acquires and packages information such as the position, the speed, the train number and the like of the front train, and sends the packaged data information to the communication function unit (namely a data transceiver module) of the front train.
2) After a communication function unit (namely, a data transceiver module) of a front train receives a data packet sent by a train data acquisition unit of the front train, whether a communication mode is a direct connection mode or a cellular mode is selected according to the current situation, and then the data packet is sent to a communication function unit (namely, a data transceiver module) of a rear train.
3) After receiving the data packet sent by the front train, the communication function unit of the rear train sends the data packet to the train-mounted computing unit (namely, the state computing unit) of the rear train.
4) After the train-mounted computing unit (namely, the state computing unit) of the rear train receives the data packet of the front train, the data packet is analyzed to obtain the state information of the front train, whether the train is in the safety protection range at present is judged according to the distance and the speed between the front train and the rear train, if so, the train continues to normally run, otherwise, the process is turned to a flow 5).
5) And the vehicle-mounted calculation unit (namely the state calculation unit) of the rear train sends an emergency signal to the vehicle-mounted ATP in the conventional CBTC system, and the vehicle-mounted ATP of the rear train triggers emergency braking to stop the train in an emergency.
The automatic supervision process of the system comprises the following steps:
1) the train data acquisition units of the front train and the rear train acquire and pack information such as the position, the speed, the train number and the like of the train, and send the packed data information to a center ATS of the conventional CBTC system through the device 4.
2) The central ATS of the existing CBTC system analyzes data packets sent from each train to obtain information such as the position and speed of each train on the line, and supervises the safe operation of each train on the line according to the information.
Specifically, in the method described in embodiment 2 of the present invention, each function is implemented specifically as follows:
the flow of selecting communication mode in the system automatic operation and automatic protection system is as follows: in the system, the Vehicle-to-Vehicle communication implementation mode selects an LTE-V (long term evolution-Vehicle) technology, and as shown in fig. 5, the Vehicle-to-Vehicle communication implementation mode has two communication modes: cellular (LTE-V-Cell) and Direct (LTE-V-Direct). The cellular communication is suitable for long-distance transmission (the distance is more than 1000 meters), and the information interaction between trains is realized by using the base station as a control center and a transfer station. Direct-connected communication, namely direct communication between vehicles without a base station, is complementary with cellular transmission aiming at short-distance transmission (within 1000 meters), and is suitable for scenes of low time delay and high-speed motion. The train needs to select whether the communication mode is cellular communication or direct connection communication in the communication process, and the selection process is as follows:
1. let the speed of the rear vehicle be v1At a position s1Received front vehicle speed v2At a position s2And then the distance between two rows of workshops is as follows: s ═ s2-s1；
2. When the current communication mode of the train is the direct connection mode, if s is more than 1000 and v is1＜v2Switching to cellular communication, otherwise keeping direct connectionAnd (6) changing.
3. When the current communication mode of the train is cellular, if s is less than or equal to 1000 and v is1＞v2Switching to direct connection communication, otherwise keeping cellular unchanged.
Wherein, the calculation process of the 4) step in the automatic operation function flow of the system is as follows:
in the urban rail CBTC system, the blocking mode of train operation is mobile blocking, namely the position of a front train is a blocking terminal, a vehicle-mounted computing unit calculates a mobile authorization terminal, a current vehicle-mounted controller generates a train target speed curve according to the mobile authorization terminal, and a current vehicle-mounted ATO controls the train to automatically operate according to the target speed curve. The schematic diagram is shown in fig. 4. The calculation process of the step 4) is as follows:
1. let the speed of the rear vehicle be v1At a position s1Received front vehicle speed v2At a position s2And then the distance between two rows of workshops is as follows: s ═ s2-s1；
2. Setting the safety protection distance of the rear vehicle as ssafetyThe braking distance of the train is sbrakeAnd then the safe braking distance of the rear vehicle is as follows: sSBD＝sbrake+ssafety；
3. According to 1 and 2, the movement authorization terminal of the rear vehicle can be calculated as follows: sMA＝s-ssafetyThe braking starting point of the rear vehicle is as follows: sb＝s-sSBD；
4. And the existing vehicle-mounted controller of the rear vehicle generates a train target speed curve according to the mobile authorization terminal, and the existing vehicle-mounted ATO controls the train to automatically run according to the target speed curve.
Step 4) in the automatic protection function process of the system is that when the distance of the current rear train is less than the safe braking distance of the train, the train ATP triggers emergency braking, and the calculation process is as follows:
1. let the speed of the rear vehicle be v1At a position s1Front vehicle speed v2At a position s2And then the distance between two rows of workshops is as follows: s ═ s2-s1；
2. Safety protection distance of rear vehicleIs s issafetyThe braking distance of the rear vehicle is sbrakeAnd then the safe braking distance of the rear vehicle is as follows: sSBD＝sbrake+ssafety；
3. Comparing the spacing distance s between two trains with the safety braking distance s of the rear trainSBDIf s is less than or equal to sSBDThe existing vehicle-mounted ATP of the rear train can trigger emergency braking, and the train can be braked and stopped emergently.
In conclusion, the system and the method provided by the embodiment of the invention can effectively reduce the transmission delay caused by train information in the transmission process, improve the communication quality between communication rooms, reduce the distance between the front and the rear trains, improve the operation efficiency, reduce the workload of the zone controller ZC and ensure the safe operation of the train under the condition of less influence on the urban rail CBTC system architecture.
Those of ordinary skill in the art will understand that: the components in the device in the embodiment of the present invention may be distributed in the device in the embodiment according to the description of the embodiment, or may be correspondingly changed in one or more devices different from the embodiment. The components of the above embodiments may be combined into one component, or may be further divided into a plurality of sub-components.
The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (10)
1. A train operation protection system, comprising:
the data acquisition module is used for acquiring the running state data of the train;
the data transceiver module is used for realizing the receiving and/or the transmitting of the running state data of the front vehicle and the rear vehicle in a direct-connection or cellular communication mode according to the running state data of the front vehicle and the running state data of the rear vehicle;
and the state calculation module is used for updating the MA terminal according to the running state data and judging whether the train is currently in the safety protection range according to the running state data.
2. The train operation protection system of claim 1, wherein the operating condition data includes a location, a speed, and a train number of the train.
3. The train operation protection system according to claim 2, wherein the data transceiver module comprises:
the distance calculation unit is used for calculating the distance between two trains according to the position and the speed of the train;
the judging unit is used for judging whether the distance between the two rows of workshops is within a preset communication mode conversion distance;
the direct connection type communication unit is used for realizing a direct connection type communication mode of two columns of workshops;
and the cellular communication unit is used for realizing a cellular communication mode of two rows of workshops.
4. The train operation protection system of claim 3, further comprising a ground base station for transmitting the position, speed and train number of the front and rear train to a central ATS of an existing CBTC system.
5. A train operation protection method is characterized by comprising the following process steps:
respectively acquiring running state data of a front vehicle and running state data of a rear vehicle;
according to the running state data of the front vehicle and the running state data of the rear vehicle, the running state data of the front vehicle and the running state data of the rear vehicle are received and/or transmitted in a direct connection type or cellular communication mode;
the rear vehicle updates the MA terminal according to the running state data of the front vehicle and judges whether the train is currently in the safety protection range or not according to the running state data;
if the train is within the safety protection range, the train continues to normally run, otherwise, the rear train sends an emergency signal to the vehicle-mounted ATP to control the rear train to brake;
and the vehicle-mounted controller in the CBTC system calculates a train target speed curve of the rear train according to the updated MA terminal point, and the CBTC system controls the running state of the rear train according to the train target speed curve.
6. The train operation protection method according to claim 5, wherein the operation state data includes a position, a speed and a train number of the train.
7. The train operation protection method according to claim 6, wherein the step of selecting a direct-connection or cellular communication mode to transmit the operation state data of the front train and the rear train according to the operation state data of the front train and the operation state data of the rear train specifically comprises the steps of:
determining the distance between two rows of workshops according to the speed of the rear vehicle, the position of the rear vehicle, the speed of the front vehicle and the position of the front vehicle;
when the current communication mode of the train is the direct connection mode, if the distance between two rows of workshops is greater than 1000m, switching to the cellular communication mode, and otherwise, continuously maintaining the direct connection mode;
when the current communication mode of the train is a cellular mode, if the distance between two trains is smaller than or equal to 1000m, the communication mode is switched to a direct connection mode, otherwise, the cellular communication mode is continuously maintained.
8. The train operation protection method according to claim 6, wherein the updating of the MA endpoint by the rear vehicle according to the operation state data of the front vehicle specifically comprises:
determining the distance between two rows of workshops according to the speed of the rear vehicle, the position of the rear vehicle, the speed of the front vehicle and the position of the front vehicle;
the safety braking distance of the rear vehicle is the sum of the safety protection distance of the rear vehicle and the braking distance of the rear vehicle;
the MA terminal point of the rear vehicle is the difference between the distance between the two rows of the vehicles and the safety braking distance.
9. The train operation protection method according to claim 6, wherein the step of judging whether the train is currently within the safety protection range according to the operation state data specifically comprises the steps of:
determining the distance between two rows of workshops according to the speed of the rear vehicle, the position of the rear vehicle, the speed of the front vehicle and the position of the front vehicle;
the safety braking distance of the rear vehicle is the sum of the safety protection distance of the rear vehicle and the braking distance of the rear vehicle;
if the distance between the two rows of workshops is smaller than or equal to the safety braking distance of the rear vehicle, the rear vehicle is not in the safety protection range; and if the distance between the two rows of workshops is greater than the safety braking distance of the rear vehicle, the rear vehicle is within the safety protection range.
10. The train operation protection method according to claim 6, further comprising: the position, the speed and the train number of the front vehicle and the rear vehicle are sent to a central ATS of the existing CBTC system; the ATS supervises the safe operation of each train on the line based on the position, speed, and train number.
Priority Applications (1)
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