CN111806522A - Method, device and system for detecting abnormal running of train and controlling regional protection - Google Patents
Method, device and system for detecting abnormal running of train and controlling regional protection 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
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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
- 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
- B61L2027/204—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using Communication-based Train Control [CBTC]
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Abstract
The embodiment of the invention provides a method, a device and a system for detecting abnormal train running and controlling regional protection, wherein the method comprises the following steps: after the abnormal driving information sent by the VOBC subsystem is received, the protection area is determined according to the current safety envelope of the train, the movement authorization is calculated according to the position relation between the safety envelopes of other trains on the line and the protection area, and the movement authorization is sent to the VOBC subsystem of the corresponding train. According to the method, through interactive control among the VOBC subsystem, the ZC subsystem and the TIAS subsystem, efficient automation of train running abnormity control is achieved, automatic control of other trains on the line after running abnormity information is detected is effectively guaranteed, and safety is improved.
Description
Technical Field
The invention relates to the field of train operation control, in particular to a method, a device and a system for detecting abnormal train running and controlling regional protection.
Background
At present, train control systems applied to urban rail transit systems mainly comprise three systems, namely a fixed block system based on a frequency shift rail circuit, a quasi-mobile block system based on a digital rail circuit and a train control system (CBTC) based on communication. The CBTC system is a mainstream train control system, realizes mobile blocking, further shortens train interval time, increases line passing capacity, and further improves urban rail transit management level and comprehensive service quality.
In a line to be opened, the requirements of comprehensive intellectualization and automation of rail transit exist, namely: the reliability, safety, usability and maintainability of the train control system are improved; the emergency disposal level of the operation/system is improved, and the labor intensity of operators is reduced; the line resource utilization rate is improved, the passenger flow is dispersed, and the passenger transfer time is reduced; the construction and operation cost is reduced, and the service quality of the travel of passengers is improved.
The existing CBTC system has low automation degree, and is difficult to realize automatic area protection after an obstacle or derailment is detected.
Disclosure of Invention
In order to solve the above problems, embodiments of the present invention provide a method, an apparatus, and a system for detecting abnormal train driving and controlling area protection.
In a first aspect, an embodiment of the present invention provides a method for detecting train driving abnormality and controlling regional protection, including: after receiving abnormal driving information sent by a VOBC (vehicle-mounted control system) subsystem, determining a protection area according to the current safety envelope of the train; calculating a mobile authorization according to the position relation between the safety envelopes of other trains on the line and the protection area, and sending the mobile authorization to a VOBC subsystem of a corresponding vehicle; wherein the driving abnormality information includes obstacle detection information and derailment detection information.
Further, according to the position relation between the safety envelope of other trains on the line and the protection area, the mobile authorization is calculated, and the method comprises the following steps: if the safety envelopes of other trains are not coincident with the protection zone, generating a mobile authorization which does not enter the protection zone; and if the safety envelopes of other trains are superposed with the protection zone, generating the movement authorization of emergency braking.
Further, if the protected area crosses the handover boundary, determining the protected area according to the current safety envelope of the train includes: and sending the information of the activated protection zone and the corresponding distance information to a neighboring zone control center (ZC) subsystem, so that the neighboring ZC subsystem establishes the protection zone corresponding to the protection distance according to the information of the activated protection zone and the distance information.
Further, after the protective zone is determined according to the current position of the train, the method further comprises the following steps: sending the activation information of the protection area to a Traffic Integrated Automation (TIAS) subsystem, and correspondingly, after determining the protection area according to the current safety envelope of the train, further comprising: and if a protective zone removing command sent by the TIAS subsystem is received, and a driving abnormity removing signal sent by the vehicle-mounted VOBC subsystem is received or the communication with the VOBC subsystem is interrupted, removing the protective zone.
In a second aspect, an embodiment of the present invention provides a train abnormal driving detection and area protection control device, including: the protective zone determining module is used for determining a protective zone according to the current safety envelope of the train after receiving the abnormal driving information sent by the VOBC subsystem; the mobile authorization processing module is used for calculating mobile authorization according to the position relation between the safety envelopes of other trains on the line and the protection area, and sending the mobile authorization to a VOBC subsystem of a corresponding vehicle; wherein the driving abnormality information includes obstacle detection information and derailment detection information.
In a third aspect, an embodiment of the present invention provides a train abnormal driving detection and area protection control system, including: VOBC subsystem, ZC subsystem and TIAS subsystem; a communication protocol is unified between the VOBC subsystem and the ZC subsystem, and a communication protocol is unified between the VOBC subsystem and the TIAS subsystem; the ZC subsystem includes the train abnormal driving detection and regional protection control device according to the second aspect of the present invention, and is configured to perform information interaction with the VOBC subsystem and the TIAS subsystem to implement regional protection control for abnormal driving.
Further, the VOBC sub-system comprises: the system comprises a driving abnormity detection module, a ZC subsystem and a brake control module, wherein the driving abnormity detection module is used for applying emergency braking after receiving driving abnormity information sent by a vehicle system and sending the driving abnormity information to the ZC subsystem; and the mobile authorization processing module is used for receiving the mobile authorization sent by the ZC subsystem and controlling the movement of the train or applying emergency braking.
Further, the TIAS subsystem includes: the protection zone processing module is used for receiving the protection zone activation information sent by the ZC subsystem and displaying the protection zone activation information on a human-computer interface; the protection zone processing module is also used for receiving a manual operation command and sending a protection zone release command to the ZC subsystem.
Furthermore, a network topology structure among subsystems adopts a redundant backup link; RSSP-I railway signal safety communication protocols are uniformly adopted among all subsystems; and large-end byte order is adopted among the subsystems for data transmission.
In a fourth aspect, an embodiment of the present invention provides an electronic device, which includes a memory, a processor, and a computer program that is stored in the memory and is executable on the processor, where the processor executes the computer program to implement the steps of the method for detecting abnormal train driving and controlling area protection according to the first aspect of the present invention.
According to the method, the device and the system for detecting the abnormal train running and controlling the regional protection, provided by the embodiment of the invention, through interactive control among the VOBC subsystem, the ZC subsystem and the TIAS subsystem, the efficient automation of the abnormal train running detection and the regional protection control is realized, the control on other trains on the line is effectively ensured after the abnormal running information is detected, and the safety of a train running system is improved.
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In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
Fig. 1 is a flowchart of a method for detecting abnormal train driving and controlling regional protection according to an embodiment of the present invention;
fig. 2 is a structural diagram of a train abnormal driving detection and area protection control device according to an embodiment of the present invention;
fig. 3 is a schematic physical structure diagram of an electronic device according to an embodiment of the present invention;
fig. 4 is a structural diagram of a train abnormal driving detection and area protection control system according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be 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 some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Fig. 1 is a flowchart of a method for detecting abnormal train running and controlling area protection according to an embodiment of the present invention, and as shown in fig. 1, the embodiment of the present invention provides a method for detecting abnormal train running and controlling area protection, including:
101. and after receiving the abnormal driving information sent by the VOBC subsystem, determining a protection area according to the current safety envelope of the train.
The embodiment of the invention takes a ZC subsystem as an execution main body of a method for explanation. In the running process of the train, if abnormal running is detected, such as an obstacle or derailment of the train is detected, emergency braking is triggered, and meanwhile, abnormal information is sent to the vehicle-mounted VOBC subsystem through a vehicle hard wire interface. And after receiving the abnormal information, the VOBC subsystem sends the effective obstacle/derailment information to the ZC subsystem and the TIAS subsystem, simultaneously outputs emergency braking, cuts off traction after the train is stopped and waits for manual rescue.
And after receiving the abnormal running information, the ZC subsystem establishes a protection area corresponding to the current safety envelope of the train. The protection area can be an area which is divided into a certain range by setting a preset distance in front and back of a line where the train is located by taking the current safety envelope of the train as a center.
102. And calculating the movement authorization according to the position relation between the safety envelopes of other trains on the line and the protection area, and sending the movement authorization to the VOBC subsystem of the corresponding train.
The method comprises the steps that a ZC sends a Moving Authorization (MA) to VOBC subsystems to which other trains on a line where the trains are located belong, and the MA determines according to the position relation between safety envelopes of the other trains on the line and a protection area and is used for controlling the trains with the safety envelopes not coincident with the protection area not to enter the protection area or controlling the trains with the safety envelopes coincident with the protection area to stop by emergency braking. The safety envelope is a preset area centered on the train, and is a safety area in the area. For example, based on the size of the train and the travel speed.
According to the method provided by the embodiment of the invention, the efficient automation of train running abnormity detection and regional protection control is realized through the interactive control of the VOBC subsystem and the ZC subsystem, and the control of other trains on the line is effectively ensured after the running abnormity information is detected, so that the safety of a running system is improved.
Based on the content of the foregoing embodiment, as an optional embodiment, calculating the mobile authorization according to the location relationship between the safety envelope of other trains on the line and the protected area includes: if the safety envelopes of other trains are not coincident with the protection zone, generating a mobile authorization which does not enter the protection zone; if the safety envelope of the other train coincides with the zone of protection, a movement authorization is generated to apply emergency braking.
The ZC subsystem calculates MA for other trains on the line where the trains are located and sends the MA to the other trains, if the safety envelope calculated by the VOBC subsystem to which the other trains running on the line belong does not overlap with the protection area, the VOBC subsystem to which the train belongs can control the MA to stop before reaching the protection area when receiving the MA. If the safety envelope calculated by the VOBC subsystem of other trains running on the line is overlapped with the protection area, the ZC subsystem carries an emergency brake application command to the MA sent by the VOBC subsystem of the train, so that the VOBC subsystem of the train stops in an emergency brake mode after receiving the MA.
Based on the content of the foregoing embodiment, as an optional embodiment, if the protected area crosses the handover boundary, the determining the protected area according to the current safety envelope of the train includes: and sending the information of the activated protection zone and the corresponding distance information to a ZC subsystem of a neighboring zone control center, so that the neighboring ZC establishes the protection zone corresponding to the protection distance according to the information of the activated protection zone and the distance information.
Considering the situation that the protection zones generated by the ZCs cross the handover boundary, that is, the generated protection zones are within the coverage of other ZCs, the corresponding ZCs need to be informed of generating corresponding protection zones at the same time. In the embodiment of the invention, the ZC which detects abnormal driving sends the information of the activated protection zone and the corresponding distance information to the ZC subsystem of the control center of the adjacent area, so that the adjacent ZC establishes the protection zone corresponding to the protection distance according to the information of the activated protection zone and the distance information. In this embodiment, if the zone crosses the handover boundary, the activated zone information and the corresponding distance information are sent to the ZC subsystem in the control center of the adjacent zone, so as to effectively ensure the reliability of the zone.
Based on the content of the foregoing embodiment, as an optional embodiment, after determining the guard zone according to the current location of the train, the method further includes: and sending the activation information of the protection area to the TIAS subsystem.
The TIAS provides operation on the central row dispatching work station and the station local work station, and after the protective area activation information is sent to the TIAS, corresponding processing is performed by a dispatcher.
Based on the content of the foregoing embodiment, as an optional embodiment, after determining the guard zone according to the current safety envelope of the train, the method further includes: and if a protective zone removing command sent by the TIAS subsystem is received, and a driving abnormity removing signal sent by the VOBC subsystem is received or the communication with the VOBC subsystem is interrupted, removing the protective zone.
When the obstacle is removed, the protection area needs to be released to recover the operation. At this time, the condition for the ZC subsystem to release the zone is: and simultaneously receiving a command for removing the protection area sent by the TIAS subsystem and a driving abnormity removing signal sent by the VOBC subsystem. The specific form of the driving abnormality release signal is not limited, such as an obstacle detection inactive message. Or when receiving a command for removing the protection area sent by the TIAS subsystem and detecting that the communication with the VOBC subsystem is interrupted, removing the protection area. The command for releasing the protection area sent by the TIAS subsystem is a command which needs to be manually issued by a dispatcher after secondary confirmation.
According to the embodiment of the invention, if the protection area removing command sent by the TIAS subsystem is received, and the abnormal driving removing signal sent by the VOBC subsystem is received or the communication with the VOBC subsystem is interrupted, the protection area is removed, so that the safe and reliable removal of the protection area is facilitated.
Further, when the protection zone is removed, the method also comprises the following steps: and sending the information of the deactivation of the protection zone to the adjacent ZC subsystem so as to enable the adjacent ZC subsystem to deactivate the protection zone corresponding to the protection distance.
Further, after the protection zone is removed, the method further comprises the following steps:
calculating the mobile authorization according to the position relation between the safety envelopes of other trains on the line and the original protection area;
if the other train safety envelopes are not coincident with the protection zone, generating a mobile authorization capable of entering the protection zone; and if the safety envelopes of other trains are superposed with the protection zone, generating a movement authorization for relieving the emergency braking.
Fig. 2 is a structural diagram of a train abnormal driving detection and zone protection control device according to an embodiment of the present invention, and as shown in fig. 2, the train abnormal driving detection and zone protection control device includes: a guard zone determination module 201 and a mobile authorization processing module 202. The protection area determining module is used for determining a protection area according to the current safety of the train after receiving the abnormal driving information sent by the VOBC subsystem; the mobile authorization processing module 202 is configured to calculate a mobile authorization according to a position relationship between a safety envelope of another train on the route and the protection area, and send the mobile authorization to a VOBC subsystem of a corresponding vehicle; wherein the driving abnormality information includes obstacle detection information and derailment detection information.
The device embodiment provided in the embodiments of the present invention is for implementing the above method embodiments, and for details of the process and the details, reference is made to the above method embodiments, which are not described herein again.
According to the train abnormal running detection and regional protection control device provided by the embodiment of the invention, through interactive control among the VOBC subsystem, the ZC subsystem and the TIAS subsystem, efficient automation of train abnormal running detection and regional protection control is realized, and after abnormal running information is detected, other trains on the line are effectively controlled, so that the safety of a running system is improved.
Fig. 3 is a schematic entity structure diagram of an electronic device according to an embodiment of the present invention, and as shown in fig. 3, the electronic device may include: a processor (processor)301, a communication Interface (communication Interface)302, a memory (memory)303 and a bus 304, wherein the processor 301, the communication Interface 302 and the memory 303 complete communication with each other through the bus 304. The communication interface 302 may be used for information transfer of an electronic device. Processor 301 may call logic instructions in memory 303 to perform a method comprising: after receiving abnormal driving information sent by a VOBC subsystem, determining a protection area according to the current safety envelope of the train; calculating a mobile authorization according to the position relation between the safety envelopes of other trains on the line and the protection area, and sending the mobile authorization to a VOBC subsystem of a corresponding train; wherein the driving abnormality information includes obstacle detection information and derailment detection information.
In addition, the logic instructions in the memory 303 may be implemented in the form of software functional units and stored in a computer readable storage medium when the logic instructions are sold or used as independent products. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the above-described method embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.
In another aspect, an embodiment of the present invention further provides a non-transitory computer-readable storage medium, on which a computer program is stored, where the computer program is implemented to perform the transmission method provided in the foregoing embodiments when executed by a processor, and for example, the method includes: after receiving abnormal driving information sent by a VOBC subsystem, determining a protection area according to the current safety envelope of the train; calculating a mobile authorization according to the position relation between the safety envelopes of other trains on the line and the protection area, and sending the mobile authorization to a VOBC subsystem of a corresponding train; wherein the driving abnormality information includes obstacle detection information and derailment detection information.
The existing train running abnormity detection and regional protection control system generally has the problems that automatic obstacle detection regional protection cannot be realized and the automation degree is low due to the difference of different signal manufacturers in the aspects of system architecture, system function distribution, inter-subsystem communication protocols and engineering design principles. Therefore, the embodiment of the invention provides a train abnormal running detection and area protection control system. Fig. 4 is a structural diagram of a train abnormal driving detection and zone protection control system according to an embodiment of the present invention, and as shown in fig. 4, the train abnormal driving detection and zone protection control system includes: the TIAS subsystem, the ZC subsystem and the VOBC subsystem; a communication protocol is unified between the VOBC subsystem and the ZC subsystem, and a communication protocol is unified between the VOBC subsystem and the TIAS subsystem;
the ZC subsystem comprises the train abnormal driving detection and regional protection control device in the embodiment and is used for performing information interaction with the TIAS subsystem and the VOBC subsystem to realize abnormal driving control. The abnormal driving control includes protection of an obstacle detection area and protection of an derailment detection area.
The double-headed arrow indicates that the interaction exists between the two sides connected by the double-headed arrow, the vehicle-mounted subsystem in the system comprises a VOBC subsystem, and the most important subsystem in the VOBC subsystem comprises an ATP subsystem and an ATO subsystem.
An ATO (Automatic Train Operation) is an Automatic Train control system for realizing the functions of Automatic Train running, accurate stop, Automatic platform Operation, unmanned return, Automatic Train running adjustment and the like
The ATP subsystem is a safety control system for ensuring that the running speed of the train does not exceed a target speed, and is key equipment for ensuring the safe running of the train and realizing overspeed protection. The subsystem continuously transmits information such as 'target speed' or 'target distance' to the train through ATP ground equipment arranged beside the track so as to keep the safe spacing distance between the subsequent train and the previous train, supervise the program control of opening and closing of train doors and platform screen doors and ensure the safe operation of the train doors and the platform screen doors. The ground transmitting equipment of the ATP subsystem transmits train detection information through a track circuit or a crossed induction loop at ordinary times to check whether a track section is free or occupied, and transmits data information such as 'target speed' or 'target distance' to a train when the train is detected to occupy the track section. The vehicle-mounted ATP equipment receives and interprets data information such as 'speed command' and the like, realizes overspeed protection control by combining relevant conditions such as the actual speed, the braking rate, wheel wear compensation and the like of the train, and realizes automatic adjustment of the speed of the train by matching with an Automatic Train Operation (ATO) subsystem.
When the train reaches a positioning stop point, the ATP subsystem transmits train door opening and closing information to the train through trackside equipment to control the opening and closing of the train doors. The ATP subsystem mainly has a speed code system of an audio uninsulated track circuit; a "target speed" system of the digitally encoded track circuit; the 'target distance' system of the digital message type track circuit; a single-rail traffic system without steel rails transmits ATP information through a special cross induction loop. The train control system based on communication realizes the bidirectional data communication between train and ground by utilizing the inter-rail induction loop and completes the function of moving block.
The trackside subsystem in the CBTC system comprises a TIAS subsystem and a ZC subsystem.
The TIAS subsystem replaces the ATS subsystem in the CBTC system in the prior art, and is improved relative to the original ATS subsystem in that the TIAS subsystem is a distributed computer monitoring system.
And a communication protocol is unified between the VOBC subsystem and the ZC subsystem, and a communication protocol is unified between the VOBC subsystem and the TIAS subsystem.
Specifically, to implement interconnection, one of the most important aspects needing to be unified is the communication protocol between the subsystems needing to be interacted, and the interaction is divided into the interaction between the vehicle-ground interaction and the interaction between the ground subsystems, so the vehicle-ground interaction subsystem needing to unify the communication protocol includes: the VOBC subsystem and the ZC subsystem are unified, and the VOBC subsystem and the TIAS subsystem are unified.
And the VOBC subsystem is used for carrying out information interaction with the ZC subsystem and the TIAS subsystem so as to realize the protection of an obstacle detection area and the protection of a derailment detection area.
In particular, to improve the automation degree of the train operation control system, it is necessary to be able to cooperate among the subsystems in the system to complete some automation operations. The train abnormal driving detection and the area protection cannot be automatically completed in the CBTC system in the prior art, but the train abnormal driving detection and area protection control system provided by the embodiment of the invention can automatically complete the functions through interactive cooperation among specific subsystems, so that the automation degree of the system is improved.
According to the train running abnormity detection and regional protection control system provided by the embodiment of the invention, the TIAS subsystem replaces an ATS subsystem in a CBTC (communication based train control) system in the prior art, the TIAS subsystem, the ZC subsystem and the VOBC subsystem are unified in communication protocols, so that the interactive subsystems needing to communicate in the system can use unified protocol communication, the system architecture, the system function distribution and the engineering design principle are unified, and meanwhile, the VOBC subsystem, the TIAS subsystem and the ZC subsystem are arranged to perform information interaction to realize obstacle detection region protection and derailment detection region protection. Therefore, the system can solve the problem that resources cannot be shared among different lines in the same urban rail transit network due to the difference of different signal manufacturers in the aspects of system architecture, system function distribution, inter-subsystem communication protocols and engineering design principles of the CBTC system in the prior art, and can realize the protection of the obstacle detection area and the protection of the derailment detection area. The train running abnormity detection and area protection control system provided by the embodiment of the invention realizes interconnection, so that the trains can perform collinear and cross-line operation, and meanwhile, the automation degree is also improved.
Based on the contents of the above embodiments, as an alternative embodiment, the VOBC subsystem comprises: the system comprises a driving abnormity detection module, a ZC subsystem and a brake control module, wherein the driving abnormity detection module is used for applying emergency braking after receiving driving abnormity information sent by a vehicle system and sending the driving abnormity information to the ZC subsystem; and the mobile authorization processing module is used for receiving the mobile authorization sent by the ZC subsystem and controlling the movement of the train or applying emergency braking.
Based on the content of the foregoing embodiments, as an alternative embodiment, the TIAS subsystem includes: the protection zone processing module is used for receiving the protection zone activation information sent by the ZC subsystem and displaying the protection zone activation information on a human-computer interface; the protection zone processing module is also used for receiving a manual operation command and sending a protection zone release command to the ZC subsystem. For details, reference may be made to the above method embodiments, which are not described herein again.
Based on the content of the above embodiment, as an optional embodiment, a network topology structure between systems all adopts a redundant backup link; RSSP-I railway signal safety communication protocols are uniformly adopted among the systems; and large-end byte sequences are adopted among the systems for data transmission.
The redundant backup link in the form of two links of an A network-A network and a B network-B network can be adopted, specifically, the communication between the VOBC subsystem and the ZC subsystem is the communication between the ATP subsystem and the ZC subsystem, and the process of unifying the communication protocol between the ATP subsystem and the ZC subsystem is as follows:
a. unification of physical interfaces
The ATP subsystem and the ZC subsystem are communicated by adopting a redundant network, and a network topology structure between the ATP subsystem and the ZC subsystem adopts two links of an A network-A network and a B network-B network.
b. Unification of protocol types
The communication between the ATP subsystem and the ZC subsystem adopts an RSSP-I railway signal safety communication protocol.
c. Unification of communication mechanisms
1) The establishment process of the secure connection can only be initiated by the ATP subsystem;
2) the ATP subsystem and the ZC subsystem communicate in a mode of periodic transmission and message triggering;
3) both communication parties adopt big-end byte order to carry out data transmission;
4) the ATP subsystem and the ZC subsystem both judge and logically operate the received application information.
d. Unification of communication information
1) The information sent by the ZC subsystem to the ATP subsystem comprises the following information packets: the system comprises a train control information packet, an application layer registration/logout response information packet, a ZC active logout request information packet, a special control message information packet, a ZC city custom information packet, a ZC manufacturer custom information packet and a ZC full-automatic operation interaction information packet.
2) The information sent by the ATP subsystem to the ZC subsystem comprises the following information packets: the system comprises a train position information packet, an application layer registration/logout request information packet, a VOBC city self-defining information packet, a VOBC manufacturer self-defining information packet and a VOBC full-automatic operation interaction information packet.
The communication between the VOBC subsystem and the TIAS subsystem comprises the communication between the ATP subsystem and the TIAS subsystem, and the communication protocol process between the unified ATP subsystem and the TIAS subsystem is as follows:
a. unification of physical interfaces
The ATP subsystem and the TIAS subsystem are communicated by adopting a redundant network, and a network topology structure between the ATP subsystem and the TIAS subsystem adopts two links of an A network-A network and a B network-B network.
b. Unification of protocol types
The communication between the ATP subsystem and the TIAS subsystem adopts RSSP-I railway signal safety communication protocol.
c. Unification of communication mechanisms
1) The establishment process of the secure connection can only be initiated by the ATP subsystem;
2) the ATP subsystem and the TIAS subsystem are communicated in a mode of periodic sending and message triggering;
3) both communication parties adopt big-end byte order to carry out data transmission;
4) the ATP subsystem and the TIAS subsystem both carry out judgment and logical operation on the received application information.
d. Unification of communication information
1) The information sent by the TIAS subsystem to the ATP subsystem comprises the following information packets: a TIAS heartbeat information packet, an ATO command information packet, an FAO period control command information packet, an FAO remote manual command information packet, an FAO remote emergency brake release first setting command information packet, an FAO remote emergency brake release second setting command information packet, an FAO remote door closing first setting command information packet, an FAO remote door closing second setting command information packet, an FAO remote TCMS remote command information packet, an FAO remote TCMS period command information packet, a TIAS city self-defining information packet, a TIAS manufacturer self-defining information packet and a platform door fault isolation vehicle door information packet; the information sent by the TIAS subsystem to the AOM subsystem comprises the following information packets: a TIAS dormancy wakeup command packet;
2) the information sent by the ATP subsystem to the TIAS subsystem includes the following packets: the system comprises a train information packet, an FAO periodic operation information packet, an FAO remote manual command confirmation information packet, an FAO remote emergency brake release first confirmation command information packet, an FAO remote emergency brake release second confirmation command information packet, an FAO remote door closing first confirmation command information packet, an FAO remote door closing second confirmation command information packet, an FAO remote command confirmation information packet sent to a TCMS periodic command confirmation information packet, a vehicle-mounted equipment alarm information packet, a vehicle-mounted equipment daily inspection state information packet, a VOBC city self-defined information packet, a VOBC manufacturer self-defined information packet, an FAO vehicle-mounted equipment alarm information packet and a door fault isolation platform door information packet.
The above-described embodiments of the apparatus are merely illustrative, and the units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware. With this understanding in mind, the above-described technical solutions may be embodied in the form of a software product, which can be stored in a computer-readable storage medium such as ROM/RAM, magnetic disk, optical disk, etc., and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the methods described in the embodiments or some parts of the embodiments.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (10)
1. A method for detecting abnormal running of a train and controlling regional protection is characterized by comprising the following steps:
after receiving abnormal running information sent by a vehicle-mounted control VOBC subsystem, determining a protection area according to the current safety envelope of the train;
calculating a mobile authorization according to the position relation between the safety envelope of other trains on the line and the protection area, and sending the mobile authorization to a VOBC subsystem of a corresponding train;
wherein the driving abnormality information includes obstacle detection information and derailment detection information.
2. The method for detecting the abnormal train running and controlling the regional protection according to claim 1, wherein the step of calculating the movement authorization according to the position relationship between the safety envelope of other trains on the line and the protection region comprises the following steps:
if the other train safety envelopes are not coincident with the protection zone, generating a mobile authorization which does not enter the protection zone;
if the other train safety envelope coincides with the zone of protection, a movement authorization is generated to apply emergency braking.
3. The method for detecting abnormal train running and controlling regional protection according to claim 1, wherein if the protected area crosses the handover boundary, the determining the protected area according to the current safety envelope of the train comprises:
and sending the information of the activated protection zone and the corresponding distance information to a ZC subsystem of a neighboring zone control center, so that the neighboring ZC subsystem establishes the protection zone corresponding to the protection distance according to the information of the activated protection zone and the distance information.
4. The method for detecting the abnormal train running and controlling the regional protection according to claim 1, wherein after the protective region is determined according to the current safety envelope of the train, the method further comprises the following steps:
sending the activation information of the protective area to a traffic integrated automation TIAS subsystem;
correspondingly, after the protective zone is determined according to the current safety envelope of the train, the method further comprises the following steps:
and if a protective zone removing command sent by the TIAS subsystem is received, and a driving abnormity removing signal sent by the VOBC subsystem is received or the communication with the VOBC subsystem is interrupted, removing the protective zone.
5. The utility model provides a train abnormal operation detects and regional protection controlling means which characterized in that includes:
the protective zone determining module is used for determining a protective zone according to the current safety envelope of the train after receiving the abnormal driving information sent by the VOBC subsystem;
the mobile authorization processing module is used for calculating mobile authorization according to the position relation between the safety envelope of other trains on the line and the protection area and sending the mobile authorization to a VOBC subsystem of a corresponding train;
wherein the driving abnormality information includes obstacle detection information and derailment detection information.
6. The utility model provides a train abnormal operation detects and regional protection control system which characterized in that includes:
VOBC subsystem, ZC subsystem and TIAS subsystem;
a communication protocol is unified between the VOBC subsystem and the ZC subsystem, and a communication protocol is unified between the VOBC subsystem and the TIAS subsystem;
the ZC subsystem comprises the train abnormal driving detection and regional protection control device as claimed in claim 5, and is used for carrying out information interaction with the VOBC subsystem and the TIAS subsystem so as to realize regional protection control of abnormal driving.
7. The system for detecting train driving abnormality and controlling zonal protection according to claim 6, wherein the VOBC sub-system comprises:
the system comprises a driving abnormity detection module, a ZC subsystem and a brake control module, wherein the driving abnormity detection module is used for applying emergency braking after receiving driving abnormity information sent by a vehicle system and sending the driving abnormity information to the ZC subsystem;
and the mobile authorization processing module is used for receiving the mobile authorization sent by the ZC subsystem and controlling the movement of the train or applying emergency braking.
8. The train operation abnormality detection and zone protection control system according to claim 6, wherein the TIAS subsystem includes:
the protection zone processing module is used for receiving the protection zone activation information sent by the ZC subsystem and displaying the protection zone activation information on a human-computer interface;
the protection zone processing module is also used for receiving a manual operation command and sending a protection zone release command to the ZC subsystem.
9. The system for detecting abnormal train running and controlling regional protection according to claim 6, wherein a network topology structure among subsystems adopts a redundant backup link; RSSP-I railway signal safety communication protocols are uniformly adopted among all subsystems; and large-end byte order is adopted among the subsystems for data transmission.
10. An electronic device comprising a memory, a processor and a computer program stored on the memory and operable on the processor, wherein the processor implements the steps of the method for detecting train operation abnormality and controlling zone protection according to any one of claims 1 to 4 when executing the program.
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| CN112078632A (en) * | 2020-08-25 | 2020-12-15 | 通号城市轨道交通技术有限公司 | Train protection control method and device |
| CN112258745A (en) * | 2020-12-21 | 2021-01-22 | 上海富欣智能交通控制有限公司 | Mobile authorization endpoint determination method, device, vehicle and readable storage medium |
| CN112482925A (en) * | 2020-11-11 | 2021-03-12 | 卡斯柯信号有限公司 | Garage door control method based on automatic train protection and mobile authorization |
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