CN110920694A - Switching method for interconnection and intercommunication of CBTC (communication based train control) system and CTCS (China train control System) - Google Patents
Switching method for interconnection and intercommunication of CBTC (communication based train control) system and CTCS (China train control System) Download PDFInfo
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- CN110920694A CN110920694A CN201911191831.0A CN201911191831A CN110920694A CN 110920694 A CN110920694 A CN 110920694A CN 201911191831 A CN201911191831 A CN 201911191831A CN 110920694 A CN110920694 A CN 110920694A
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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
- B61L27/70—Details of trackside communication
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
- B61L15/0018—Communication with or on the vehicle or vehicle train
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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 vehicle train, e.g. braking curve calculation
- B61L2027/204—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation using Communication-based Train Control [CBTC]
Abstract
The invention discloses a switching method for interconnection and intercommunication of a CBTC (communication based train control) system and a CTCS (China train control system), which is characterized in that a switching transition area is arranged, two sets of vehicle-mounted equipment with different systems are configured on a train, the train crosses the switching transition area to complete control system switching, and a switching solution is provided for a scene where a main line railway is linked with urban rail transit; the CTCS and CBTC equipment can be interconnected and intercommunicated through a switching scheme, which provides a solution for the high-frequency subway part of the integration of a trunk railway and provides a possible development direction for the long-term fusion of the CTCS and CBTC technologies.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a switching method for interconnection and intercommunication of a CBTC (communication based train control) system and a CTCS (train control system).
Background
At present, the urbanization of China already enters the development stage of large-city grouping and large-city regionalization, and the commuting requirements among cities are increasing day by day. The rapid development of efficient, green and rapid public rail transit is the key for realizing maximum flow among large urban groups and promoting urban and regional economic development, and can assist the healthy and orderly development of the large urban groups. According to the current situation, the problem of traffic among large urban groups cannot be solved by improving the operation efficiency of a single line, and the railway signal systems of multiple modes are linked and coordinated in areas, so that the railway signal systems help to strengthen smooth connection among high-speed railways, urban railways and urban rail traffic, and become an important measure for promoting the rail traffic efficiency of super large urban groups in the future and ensuring the orderly development of regional economy.
A Communication Based Train Control (CBTC) system is the most popular subway signal system at present, and can improve the line capacity but has a high requirement on the performance of the whole system. However, CBTC is a vendor proprietary technology and does not provide interoperability between different vendor products. Although this is acceptable for subways mainly using isolated lines, while the domestic urban rail transit industry is always promoting the interconnection and interworking of CBTC systems, its applicability is still unknown for large backbone networks that require a large number of interoperating products to achieve long-term sustainability. The CTCS system adopted by the trunk railways in China at present can adapt to different trunk railways from 160km/h to 350km/h, but in the face of the problem of connection among urban groups, the train tracking interval under the CTCS system is large, and the precision when precise parking is required is not enough. However, the current CBTC system of urban rails has no practical application experience applied to railway systems above 160 km/h.
In the face of the requirement that a super large urban group needs to connect a main line railway and an urban rail transit line, the optimal effect cannot be achieved by independently selecting a CTCS (train control system) or CBTC (communication based train control) system, so that a switching scheme for interconnection and intercommunication of the CTCS and the CBTC is needed to be developed.
Disclosure of Invention
The invention aims to provide a switching method for interconnection and intercommunication of a CBTC system and a CTCS system, which can ensure that a train can safely and stably run in various different networks and lines, share resources and realize communication and intermodal transportation.
The purpose of the invention is realized by the following technical scheme:
a switching method for interconnection and intercommunication of a CBTC system and a CTCS system comprises the following steps: two sets of vehicle-mounted equipment suitable for a CBTC system and a CTCS system are simultaneously installed on a train, and a switching transition region of the CTCS system and the CBTC system is arranged on a line so that the vehicle-mounted equipment can be switched in a cross-zone manner; a related signal device is arranged at the boundary of the switching transition region;
when the CTCS-2 operation level or the CTCS-3 operation level is switched to the CBTC system, or the CBTC system is switched to the CTCS-3 operation level, a wireless connection point, a registration call point, a switching advance notice point and a switching execution point are arranged in the switching transition area according to the train operation direction; when the front end of the train enters a wireless connection point, the corresponding vehicle-mounted equipment is connected with a wireless network according to the information of the responder and registers; when the front end of the train enters a registration calling point, the corresponding vehicle-mounted equipment calls the area control equipment in the front section according to the information of the responder and registers; the switching advance notice point is arranged at the unique entrance of the route from the train to the switching execution point, when the front end of the train enters the switching advance notice point, the corresponding vehicle-mounted equipment reports the position of the vehicle-mounted equipment to the regional control equipment in the front section, and the regional control equipment in the front section provides the vehicle-mounted equipment with driving permission and a switching command; when the front end of the train passes through the switching execution point, the corresponding vehicle-mounted equipment executes system switching;
when the CBTC system is switched to a CTCS-2 operation level, a switching advance notice point and a switching execution point are arranged in the switching transition region according to the train operation direction; the switching advance notice point is arranged at the unique entrance of the route from the train to the switching execution point, and when the front end of the train enters the switching advance notice point, the corresponding vehicle-mounted equipment receives the line running information and the switching command sent by the ground equipment; and when the front end of the train passes through the switching execution point, the corresponding vehicle-mounted equipment executes system switching.
According to the technical scheme provided by the invention, the switching transition area is arranged, and two sets of vehicle-mounted equipment with different systems are configured on the train, so that the train passes through the switching transition area to complete control system switching, and a switching solution is provided for a scene in which a main line railway is connected with urban rail traffic; the CTCS and CBTC equipment can be interconnected and intercommunicated through a switching scheme, which provides a solution for the high-frequency subway part of the integration of a trunk railway and provides a possible development direction for the long-term fusion of the CTCS and CBTC technologies.
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 the drawings without creative efforts.
Fig. 1 is a schematic diagram of a switching scheme between a CTCS system and a CBTC system according to an embodiment of the present invention;
fig. 2 is a schematic diagram of a handover transition area setup according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of a vehicle-mounted device according to an embodiment of the present invention;
fig. 4 is a schematic view of a scenario that a CTCS system (C2 or C3) switches to a CBTC system according to an embodiment of the present invention;
FIG. 5 is a flowchart of switching the CTCS system (C2 or C3) to the CBTC system according to an embodiment of the present invention;
fig. 6 is a schematic view of a scenario in which a CBTC system switches to a CTCS-3 operation level according to an embodiment of the present invention;
fig. 7 is a schematic view of a scenario in which a CBTC system switches to a CTCS-2 operation level according to an embodiment of the present invention;
fig. 8 is a flowchart of switching the CBTC system to the CTCS system (C2 or C3) according to an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention are clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments of the present invention without making any creative effort, shall fall within the protection scope of the present invention.
The cross-city railway usually needs to connect the main railway and the rail transit lines in the city, and the development characteristic of the cross-city railway is that a signal system which can support high reliability and intensive operation and can keep the network of the main railway uniform needs to be selected. The invention provides a switching scheme for interconnection and intercommunication of different system signal systems (a CTCS system and a CBTC system) in order to cope with smooth connection of a trunk railway and urban rail transit, keep interconnection and intercommunication in a trunk railway network and adapt to the requirement of large-density subway driving at the same time.
Fig. 1 depicts a specific application scenario of the present invention, and the technical solution provided by the present invention means that two sets of vehicle-mounted devices suitable for a CTCS system and a CBTC system are installed on a running train at the same time, and a switching transition region of the CTCS and CBTC systems is arranged on a line to support the vehicle-mounted devices to switch over areas, thereby ensuring that the train can run safely in different system environments. The CTCS area and the CBTC area are relatively independent and do not influence each other, ground equipment is not changed, and a switching interface exists between CTCS vehicle-mounted equipment and CBTC vehicle-mounted equipment which are simultaneously installed on a vehicle. The scheme can ensure that all trains in the core CBTC area run in a mobile blocking mode, can improve the running efficiency of the trains in the core area to the maximum extent, but the core area is not brought into the management of the main line CTCS railway network any more.
In the embodiment of the invention, the switching of the system is automatically completed in the switching transition region. The switching command for the train entering the switching transition area is provided by the area control equipment (area controller ZC, radio block center RBC or train control center) and the related transponder group. The line is provided with relevant signal equipment such as signal machines, axle counting and the like at two boundaries of a switching transition region. A system switching forenotice responder group (namely a switching forenotice point) is arranged in front of the switching execution point at a proper distance; the "system switch execution responder group" is set at the switch execution point. A "registered call responder group" (i.e., a registered call point) and a "wireless connection responder group" (a wireless connection point) are also provided in front of the handover advance notice point. The switching scheme mainly includes the following two cases:
1. when the operation level of the CTCS-2 or the operation level of the CTCS-3 is switched to the CBTC system, or the CBTC system is switched to the operation level of the CTCS-3, as shown in fig. 2, a wireless connection point, a registration call point, a switching advance notice point, and a switching execution point are provided in the switching transition area according to the train operation direction.
1) When the train enters a (GSM-R/LTE/WLAN) coverage area and the front end of the train enters a wireless connection point, the corresponding vehicle-mounted equipment is connected with a wireless network according to the information of the responder and registers.
2) When the front end of the train enters a registration calling point, calling a zone control device (ZC or RBC) of a front zone by corresponding vehicle-mounted equipment according to the information of the responder, and registering; in general, the minimum distance between the registration call point and the switching notice point is greater than the distance of train running in the time when the on-board device calls the front zone area control device.
3) The switching advance notice point is arranged at the unique entrance of the route from the train to the switching execution point, when the front end of the train enters the switching advance notice point, the corresponding vehicle-mounted equipment reports the position of the vehicle-mounted equipment to the regional control equipment in the front section, and when the regional control equipment in the front section judges that the train enters the unique route, the vehicle-mounted equipment is provided with the driving permission and the switching command; in general, the minimum distance of the switching advance notice point from the switching execution point should be greater than the distance of the travel of the train during the communication time of the in-vehicle equipment and the front zone area control equipment and the driver confirmation time.
4) And when the front end of the train passes through the switching execution point, the corresponding vehicle-mounted equipment executes system switching.
2. When the CBTC system is switched to the CTCS-2 operation level, a switching advance notice point and a switching execution point are arranged in the switching transition area according to the train operation direction. In this case, the wireless connection point and the registration call point do not need to be used as shown in fig. 2. The main process is similar to the above, mainly as follows: the switching advance notice point is arranged at the unique entrance of the route from the train to the switching execution point, and when the front end of the train enters the switching advance notice point, the corresponding vehicle-mounted equipment receives the line running information and the switching command sent by the ground equipment; and when the front end of the train passes through the switching execution point, the corresponding vehicle-mounted equipment executes system switching.
On the other hand, in both cases, the driver confirmation area is located a certain distance before and after the switch execution point, and the driver confirmation area mainly defines a position uncertainty area for executing the switch.
When the train enters a driver confirmation area through a switching advance notice point, corresponding vehicle-mounted equipment generates a prompt for confirming system switching from CTCS to CBTC or from CBTC to CTCS, and after the confirmation fed back by the driver is received, the train exits from the original wireless network (if any) and exits from the original area control equipment (if any), the handover switching is completed, and the driver manually confirms that the corresponding vehicle-mounted equipment is switched from a manual mode to an automatic mode; if the driver does not confirm the system switch within the prescribed time, maximum service braking is applied.
In the embodiment of the present invention, two sets of vehicle-mounted devices suitable for a CTCS system and a CBTC system are installed on a train at the same time, and as shown in fig. 3, the vehicle-mounted devices mainly include: the system comprises two sets of independent safety computer equipment, namely ATP (CBTC-ATP) of a CBTC system, ATP (CTCS-ATP) of a CTCS system, communication units and antennas of two different modes, namely LTE, WLAN and GSM-R, connected with the two ATP, a set of ATO and recording equipment, speed measuring and positioning detection equipment (such as wheel axle speed measuring equipment and information receiving unit antennas of a track circuit), BTMs (transponder transmission devices) and a human-computer interface (DMI). The ATP and the ATO are respectively a train automatic protection system and a train automatic operation system.
The above description is directed to the composition of the in-vehicle device and the switching principle in different situations. The corresponding handover procedure is described in detail below with reference to specific scenarios.
Firstly, the CTCS system is switched to the CBTC system.
The scenario of switching the CTCS system to the CBTC system is schematically shown in fig. 4, and the specific flow is shown in fig. 5, where the handover is completed during the moving process and can be performed at any speed allowed by the line. Different interlock types represent control boundaries for trackside equipment while system switching is performed based on associated zone information and train proximity data. In the system switching process, if failure switching is encountered, corresponding emergency braking or degradation measures are taken; the main process is as follows:
1) under normal conditions, when a train runs in a CTCS region, the train with a CTCS-3 running grade (which can be abbreviated as C3) runs in a safety monitoring mode (FS) when approaching a boundary of a switching transition region, and then receives a mobile authorization, line data and a system switching command from a Radio Block Center (RBC) through a wireless network of a GSM-R, and at the moment, the train sends a position report to the RBC; a train of the CTCS-2 operation class (which may be abbreviated as C2) will be operated in a safety monitoring mode (FS) when approaching the boundary of the switching transition zone, and thereafter will receive line operation information and system switching commands from the trackside train control center through the signaller, the track circuit and the transponder.
2) And when the train crosses the boundary of the switching transition area and enters an LTE or WLAN coverage area of the CBTC system, the vehicle-mounted equipment establishes network connection with a wireless network according to the responder information when passing through the wireless connection point, and the train completes wireless registration and establishes communication session.
3) The front end of the train passes through a registration calling point, the vehicle-mounted equipment calls a Zone Controller (ZC) in the CBTC system according to the information of the responder, and the train completes registration in the zone controller.
4) The forecast of system switching is sent by a forecast responder group of the CBTC system, when the train passes through a system switching forecast point, ATP of the CTCS system orders ATP of the CBTC system to switch from cold standby to hot standby, and ATP data of the CBTC system is activated; at the moment, the ATP of the CBTC starts to obtain driving permission, line data and system switching commands provided by the zone controller, and sends a position report to the zone controller.
5) After the forenotice point is switched, a human-computer interface in the vehicle-mounted equipment informs a driver of the start of the system handover, and after the driver completes the confirmation of starting the handover in a human-computer interface confirmation area, the vehicle-mounted equipment performs the system switching near a switching execution point;
6) after the ATP of the CBTC system is successfully switched, the ATP of the CTCS system is switched to a cold standby state; wherein, the train with original operation mode of CTCS-3 operation grade ends the safe communication session with the radio block center, logs off the relevant information of the train, and completes the logging off in the GSM-R wireless network; the train runs to the target speed displayed on the man-machine interface in the RM mode (the limit mode), then a driver confirms that the handover is completed under the prompt of the man-machine interface, and manually switches from the PM mode (the manual mode) to the AM mode (the automatic driving mode); at this point the train movement authority extends to the front zone and the train passes through the switch transition zone.
And secondly, switching the CBTC system to the CTCS system.
When the CBTC system is switched to the CTCS system, a driver can select to switch to CTCS-2 or CTCS-3, and modes of switching to the CTCS-2 operation level and the CTCS-3 operation level are respectively described below.
1. The CBTC system switches to the CTCS-3 operational level.
A scene that a driver selects to switch to a CTCS level 3 under the prompt of a DMI according to the current line condition when a train crosses a regional boundary is schematically shown in fig. 6, and a specific switching flow is shown in fig. 8, and the main process is as follows:
1) under normal conditions, trains running in the area of the CBTC system can run in a PM manual mode when approaching the boundary of the switching transition area, and receive movement authorization from the area controller under the protection of the CBTC system.
2) When the train crosses the boundary of the switching transition region, a driver selects to switch to the CTCS-3 operation level under the prompt of a human-computer interface according to the current line condition.
3) When the train enters a GSM-R coverage area of the CTCS system and passes through a wireless connection point, the vehicle-mounted equipment establishes a network communication session with a wireless network according to the responder information, and the train completes wireless registration.
4) When the train front end switched to the CTCS-3 operation level passes through the registration call point, the vehicle-mounted equipment calls a wireless block center of the CTCS system according to the responder information, and the train completes registration in the wireless block center.
5) The system switching forecast information is sent by a forecast responder group, when the train passes through a switching forecast point, ATP of the CBTC system commands ATP of the CTCS system to be switched from cold standby to hot standby, and ATP data of the CTCS system are activated; at this time, the vehicle-mounted device can obtain the driving permission, the line data and the system switching command provided by the radio block center, and the train starts to send the position report to the radio block center.
6) After the advance notice point is switched, a man-machine interface in the vehicle-mounted equipment informs a driver of the start of system handover, and after the driver finishes the confirmation of starting the system switching in a confirmation area of the man-machine interface, the vehicle-mounted equipment starts the system switching near a switching execution point;
7) after the train is successfully switched to the CTCS-3 operation level, the ATP of the CBTC system is switched to a cold standby state, the train exits from the LTE or WLAN wireless train-ground network, and the logout is completed in the original zone controller; the train runs to the target speed displayed on the human-computer interface in the protected manual mode, a driver confirms that the handover is completed under the prompt of the human-computer interface, and the manual mode is switched to the automatic mode from the protected manual mode; at this time, the train movement authorization is extended to the front, and the train passes through the switching transition area.
8) When the first block subarea in front of the grade switching execution point is changed from an idle state to an occupied state, the radio block center starts to time and performs corresponding operation according to the relation between the timing result and the train position report: if the radio block center receives the position report of the block subarea occupied by the train and works at the CTCS-3 operation level within the specified time, the radio block center keeps the original mobile authorization; if the specified time is exceeded and the radio block center does not receive the position report of the train occupying the block subarea, the radio block center shortens the terminal point of the mobile authorization to the grade switching boundary.
2. The CBTC system switches to the CTCS-2 operational level.
The specific scene that the driver selects to switch to the CTCS-2 operation level under the prompt of the DMI according to the current line condition when the train crosses the boundary of the area is schematically shown in fig. 7, and the specific switching flow is shown in fig. 8, and the main process is as follows:
1) under normal conditions, trains running in the area of the CBTC system can run in a PM manual mode when approaching the boundary of the switching transition area, and receive movement authorization from the area controller under the protection of the CBTC system.
2) When the train crosses the boundary of the switching transition region, a driver selects to switch to the CTCS-2 operation level under the prompt of a human-computer interface according to the current line condition.
3) The system switching forecast information is sent by a forecast responder group, when the train passes through a switching forecast point, ATP of the CBTC system commands ATP of the CTCS system to be switched from cold standby to hot standby, and ATP data of the CTCS system are activated; the vehicle-mounted equipment can receive line operation information and switching commands from the train control center through the signal machine, the track circuit and the transponder.
4) After the forenotice point is switched, the man-machine interface in the vehicle-mounted equipment informs a driver of the start of system handover, and after the driver completes confirmation of starting system switching in a confirmation area of the man-machine interface, the vehicle-mounted equipment starts system switching near a switching execution point.
5) After the train is successfully switched to the CTCS-2 operation level, the ATP of the CBTC system is switched to a cold standby state, the train exits from the LTE or WLAN wireless train-ground network, and the logout is completed in the original zone controller; the train runs to the target speed displayed on the man-machine interface in the protected manual mode, a driver confirms that the handover is completed under the prompt of the man-machine interface, and the manual mode is switched to the automatic mode from the protected manual mode.
The scheme of the embodiment of the invention mainly has the following beneficial effects:
1) enhancing the (local) capacity of the main line railway.
The technical scheme of the invention can improve the local line capacity of the main line railway without influencing the original ground equipment configuration conditions of the CTCS system and the CBTC system, and is suitable for application scenes such as the connection of the main line railway and urban rail transit.
2) The contribution of the signal system to the line operating capacity (tph) is maximized.
In the technical scheme of the invention, all trains in the area connected with the CBTC system track and run in a moving blocking mode, so that the local capacity of the main railway can be improved to the maximum extent, and the contribution of a signal system to the running capacity (tph) of the line is maximized.
3) The contribution of the signal system to the overall performance (PPM) of the railway system is maximized.
By connecting the train control systems of different systems, the train operation efficiency is improved, diversified travel demands are met, and the signal system is promoted to make the greatest contribution to the overall performance (PPM) of the railway system.
4) The risk of introducing new technologies is reduced.
The train control systems of two different systems are mutually connected and communicated by setting the switching transition area, the technical risk is lower than that of directly researching and developing a novel train control system which is simultaneously suitable for a main railway and urban rail transit, and the practical engineering availability is high.
5) The CBTC is used to interface the CTCS with a continuous signal.
The information exchange between the track and the train may be continuous or intermittent depending on the level of application of the CTCS and the nature of the information itself. However, all applied CTCS systems currently have a signal that is not truly continuous due to the limitations of related technologies. The invention realizes the interface of CTCS system and a continuous signal for CBTC system through switching scheme, which makes CTCS system and CBTC system interconnected and interoperable, provides a new solution for high-frequency subway part of main railway connection, and provides a interoperable solution for long-term fusion of CTCS and CBTC technologies.
6) The benefits of a vehicle-mounted signal system are realized and optimized, and the maximum flexibility of the metropolitan area traffic network is exerted.
Through the above description of the embodiments, it is clear to those skilled in the art that the above embodiments can be implemented by software, and can also be implemented by software plus a necessary general hardware platform. With this understanding, the technical solutions of the embodiments can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (which can be a CD-ROM, a usb disk, a removable hard disk, etc.), and includes several instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods according to the embodiments of the present invention.
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 (6)
1. A switching method for interconnection and intercommunication of a CBTC system and a CTCS system is characterized by comprising the following steps: two sets of vehicle-mounted equipment suitable for a CBTC system and a CTCS system are simultaneously installed on a train, and a switching transition region of the CTCS system and the CBTC system is arranged on a line so that the vehicle-mounted equipment can be switched in a cross-zone manner; a related signal device is arranged at the boundary of the switching transition region;
when the CTCS-2 operation level or the CTCS-3 operation level is switched to the CBTC system, or the CBTC system is switched to the CTCS-3 operation level, a wireless connection point, a registration call point, a switching advance notice point and a switching execution point are arranged in the switching transition area according to the train operation direction; when the front end of the train enters a wireless connection point, the corresponding vehicle-mounted equipment is connected with a wireless network according to the information of the responder and registers; when the front end of the train enters a registration calling point, the corresponding vehicle-mounted equipment calls the area control equipment in the front section according to the information of the responder and registers; the switching advance notice point is arranged at the unique entrance of the route from the train to the switching execution point, when the front end of the train enters the switching advance notice point, the corresponding vehicle-mounted equipment reports the position of the vehicle-mounted equipment to the regional control equipment in the front section, and the regional control equipment in the front section provides the vehicle-mounted equipment with driving permission and a switching command; when the front end of the train passes through the switching execution point, the corresponding vehicle-mounted equipment executes system switching;
when the CBTC system is switched to a CTCS-2 operation level, a switching advance notice point and a switching execution point are arranged in the switching transition region according to the train operation direction; the switching advance notice point is arranged at the unique entrance of the route from the train to the switching execution point, and when the front end of the train enters the switching advance notice point, the corresponding vehicle-mounted equipment receives the line running information and the switching command sent by the ground equipment; and when the front end of the train passes through the switching execution point, the corresponding vehicle-mounted equipment executes system switching.
2. The switching method of the interconnection and interworking of the CBTC system and the CTCS system as claimed in claim 1, wherein a driver confirmation area is located a certain distance before and after the switching execution point;
when the train enters a driver confirmation area through a switching forenotice point, corresponding vehicle-mounted equipment generates a prompt for confirming system switching from CTCS to CBTC or from CBTC to CTCS, and after receiving confirmation fed back by a driver, the cross-zone switching is completed, and the driver manually confirms that the corresponding vehicle-mounted equipment is switched from a manual mode to an automatic mode; if the driver does not confirm the system switch within the prescribed time, maximum service braking is applied.
3. The switching method of the interconnection and interworking of the CBTC system and the CTCS system according to claim 1, wherein the vehicle-mounted device comprises: the system comprises two sets of independent safety computer equipment of ATP of a CBTC system and ATP of a CTCS system, two communication units and antennas of LTE, WLAN and GSM-R which are connected with the two ATP and have different modes, a set of ATO and recording equipment, speed measuring and positioning detection equipment, a BTM and a human-computer interface.
4. The method as claimed in claim 1 or 2, wherein the switching from the CTCS system to the CBTC system comprises:
under normal conditions, when a train runs in a CTCS region, the train with CTCS-3 running grade runs in a safety monitoring mode when approaching the boundary of a switching transition region, and then receives mobile authorization, line data and a system switching command from a radio block center through a wireless network of GSM-R, and at the moment, the train sends a position report to the radio block center; when a train with CTCS-2 operation level approaches the boundary of a switching transition region, the train runs in a safety monitoring mode, and then receives line operation information and a system switching command from a trackside train control center through a signal machine, a track circuit and a transponder;
the train crosses the boundary of the switching transition area and enters an LTE or WLAN coverage area of the CBTC system, when passing through the wireless connection point, the vehicle-mounted equipment establishes network connection with a wireless network according to the information of the responder, the train completes wireless registration and establishes communication session;
the front end of the train passes through a registration calling point, the vehicle-mounted equipment calls a zone controller in the CBTC system according to the responder information, and the train completes registration in the zone controller;
the forecast of system switching is sent by a forecast responder group of the CBTC system, when the train passes through a system switching forecast point, ATP of the CTCS system orders ATP of the CBTC system to switch from cold standby to hot standby, and ATP data of the CBTC system is activated; at the moment, the ATP of the CBTC starts to obtain driving permission, line data and a system switching command provided by the area controller, and sends a position report to the area controller;
after the forenotice point is switched, a human-computer interface in the vehicle-mounted equipment informs a driver of the start of the system handover, and after the driver completes the confirmation of starting the handover in a human-computer interface confirmation area, the vehicle-mounted equipment performs the system switching near a switching execution point;
after the ATP of the CBTC system is successfully switched, the ATP of the CTCS system is switched to a cold standby state; wherein, the train with original operation mode of CTCS-3 operation grade ends the safe communication session with the radio block center, logs off the relevant information of the train, and completes the logging off in the GSM-R wireless network; the train runs to the target speed displayed on the human-computer interface in the RM mode, then a driver confirms that the handover is completed under the prompt of the human-computer interface, and manually switches from the PM mode to the AM mode; at this point the train movement authority extends to the front zone and the train passes through the switch transition zone.
5. The method for switching interconnection and interworking between a CBTC system and a CTCS system as claimed in claim 1 or 2, wherein the process of switching the CBTC system to the CTCS system comprises:
under normal conditions, a train running in a CBTC system area drives in a PM manual mode when approaching the boundary of a switching transition area, and receives movement authorization from an area controller under the protection of the CBTC system;
when the train crosses the boundary of the switching transition region, a driver selects to switch to the CTCS-3 operation grade under the prompt of a human-computer interface according to the current line condition;
when the train enters a GSM-R coverage area of the CTCS system and passes through a wireless connection point, the vehicle-mounted equipment establishes a network communication session with a wireless network according to the information of the responder, and the train completes wireless registration;
when the train front end switched to the CTCS-3 operation level passes through a registration call point, the vehicle-mounted equipment calls a wireless block center of the CTCS system according to the responder information, and the train completes registration in the wireless block center;
the system switching forecast information is sent by a forecast responder group, when the train passes through a switching forecast point, ATP of the CBTC system commands ATP of the CTCS system to be switched from cold standby to hot standby, and ATP data of the CTCS system are activated; at the moment, the vehicle-mounted equipment can obtain the driving permission, the line data and the system switching command provided by the radio block center, and the train starts to send a position report to the radio block center;
after the advance notice point is switched, a man-machine interface in the vehicle-mounted equipment informs a driver of the start of system handover, and after the driver finishes the confirmation of starting the system switching in a confirmation area of the man-machine interface, the vehicle-mounted equipment starts the system switching near a switching execution point;
after the train is successfully switched to the CTCS-3 operation level, the ATP of the CBTC system is switched to a cold standby state, the train exits from the LTE or WLAN wireless train-ground network, and the logout is completed in the original zone controller; the train runs to the target speed displayed on the human-computer interface in the protected manual mode, a driver confirms that the handover is completed under the prompt of the human-computer interface, and the manual mode is switched to the automatic mode from the protected manual mode; at this time, the train movement authorization is extended to the front, and the train passes through the switching transition area.
When the first block subarea in front of the grade switching execution point is changed from an idle state to an occupied state, the radio block center starts to time and performs corresponding operation according to the relation between the timing result and the train position report: if the radio block center receives the position report of the block subarea occupied by the train and works at the CTCS-3 operation level within the specified time, the radio block center keeps the original mobile authorization; if the specified time is exceeded and the radio block center does not receive the position report of the train occupying the block subarea, the radio block center shortens the terminal point of the mobile authorization to the grade switching boundary.
6. The method for switching interconnection and interworking between a CBTC system and a CTCS system as claimed in claim 1 or 2, wherein the process of switching the CBTC system to the CTCS system comprises:
under normal conditions, a train running in a CBTC system area drives in a PM manual mode when approaching the boundary of a switching transition area, and receives movement authorization from an area controller under the protection of the CBTC system;
when the train crosses the boundary of the switching transition region, a driver selects to switch to the CTCS-2 operation level under the prompt of a human-computer interface according to the current line condition;
the system switching forecast information is sent by a forecast responder group, when the train passes through a switching forecast point, ATP of the CBTC system commands ATP of the CTCS system to be switched from cold standby to hot standby, and ATP data of the CTCS system are activated; the vehicle-mounted equipment can receive line running information and a switching command from the train control center through the annunciator, the track circuit and the transponder;
after the advance notice point is switched, a man-machine interface in the vehicle-mounted equipment informs a driver of the start of system handover, and after the driver finishes the confirmation of starting the system switching in a confirmation area of the man-machine interface, the vehicle-mounted equipment starts the system switching near a switching execution point;
after the train is successfully switched to the CTCS-2 operation level, the ATP of the CBTC system is switched to a cold standby state, the train exits from the LTE or WLAN wireless train-ground network, and the logout is completed in the original zone controller; the train runs to the target speed displayed on the man-machine interface in the protected manual mode, a driver confirms that the handover is completed under the prompt of the man-machine interface, and the manual mode is switched to the automatic mode from the protected manual mode.
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