CN111994131B

CN111994131B - Ad hoc network-based vehicle receiving method and system and group computer interlock

Info

Publication number: CN111994131B
Application number: CN202011176503.6A
Authority: CN
Inventors: 姚文华; 吴惠妍; 谢迎锋; 张万强; 张文汇; 刘鸿飞; 徐宗奇; 于晓泉; 岳朝鹏; 赵丽; 蔡菁华
Original assignee: CRSC Research and Design Institute Group Co Ltd
Current assignee: CRSC Research and Design Institute Group Co Ltd
Priority date: 2020-10-29
Filing date: 2020-10-29
Publication date: 2021-02-09
Anticipated expiration: 2040-10-29
Also published as: CN111994131A

Abstract

The invention provides a method and a system for receiving a train based on an ad hoc network and group computer interlocking, wherein the method comprises the following steps: the group computer determines the vehicle-receiving route in an interlocking way and sends the vehicle-receiving route information to the group control system; the group control system sends driving permission to the trains in the train group according to the route information; the train enters the receiving approach according to the driving permission; and keeping the locking of the section in the receiving approach in the process that the trains in the train group enter the receiving approach. The train receiving method can obviously increase the number of simultaneously received trains in the same area of a station, and reduces the influence of train route unlocking and handling on the operation efficiency by keeping the section locked through the route. The running mode of the train group simplifies the control logic and improves the running density.

Description

Ad hoc network-based vehicle receiving method and system and group computer interlock

Technical Field

The invention belongs to the technical field of rail transit control, and particularly relates to a vehicle receiving method and system based on an ad hoc network and group computer interlocking.

Background

With the development of rail transit technology, the requirement for train receiving and dispatching efficiency is higher and higher. In the prior art, trains are controlled to enter a receiving route or a departure route through an interlocking and related system to realize receiving and departure. The receiving route is a route protected by an arrival or receiving route signal machine; the departure route is a route protected by an exit or departure route signal machine.

In the existing train departure and receiving technology, an interlocking system generally controls a complete route to be a receiving route or a departure route. After the station signal machine in the receiving approach is opened, the train can drive into the receiving approach to get on station. And after the train passes through the station entering signal machine, the signal is closed. After the departure signal machine in the departure approach is opened, the train can drive into the departure approach and leave. And after the train crosses the signal machine which is out of the station in the train receiving approach, the signal machine is closed.

According to the existing technical scheme, for the vehicle-receiving route, the vehicle-receiving route can be handled only when the sections in the vehicle-receiving route are all idle and meet the safety protection conditions. For the departure approach, the departure approach can be handled only when all sections (including an interval leaving section) in the departure approach are idle and meet the safety protection conditions. Moreover, a complete route can only be used by one train, which results in low efficiency of receiving and dispatching trains.

With the development of communication technology and rail vehicle control technology, it is a direction of development of train control technology to combine ad hoc network with train control. An ad hoc network (also called a mesh network or an ad hoc network) is a network formed by a plurality of nodes according to an equal and independent principle. Each node in the network can be free from dependency relationship, and the nodes can perform networking and data transmission through self-networking negotiation. The networking of the ad hoc network is more flexible, new nodes can be added at any time, old nodes can be deleted at any time, complex configuration is not needed, and the network flexibility is higher.

The ad hoc technology can form an ad hoc group of trains by using a plurality of independent trains as independent nodes.

In the face of ad hoc network-based train groups, the conventional train receiving and dispatching technique is no longer applicable due to its inefficiency. Therefore, providing an efficient train receiving/dispatching scheme for the train group based on the ad hoc network is a technical problem to be solved in the field.

Disclosure of Invention

In order to solve the problems, the invention provides a vehicle receiving method based on an ad hoc network, which comprises the following steps:

the group computer determines the vehicle-receiving route in an interlocking way and sends the vehicle-receiving route information to the group control system;

the group control system sends driving permission to the trains in the train group according to the route information;

the train enters the receiving approach according to the driving permission; and keeping the locking of the section in the receiving approach in the process that the trains in the train group enter the receiving approach.

Further, the vehicle receiving access comprises a vehicle receiving branch access,

the vehicle receiving branch access consists of at least three short access routes,

two of the short routes include straight routes and/or lateral routes passing through the turnout and the same section, and the third route is a common route before the same section.

Further, the method comprises the following steps of controlling trains in the train group to enter the bifurcation access:

and after the front vehicle is clear, the straight access or the lateral access is unlocked, and the public access is unlocked along with the clear exit of the front vehicle.

Further, controlling the train in the train group to enter the bifurcation route comprises:

leading vehicles in the train group enter a target straight-direction route or a side-direction route of the leading vehicles through a public route;

unlocking the public access after the front vehicle leaves the public access;

unlocking the straight access or the lateral access after the front vehicle leaves the straight access or the lateral access;

after the front vehicle leaves the public access, the public access is locked for the following vehicle of the front vehicle;

and after the front vehicle leaves the straight path or the lateral path, the target straight path or the lateral path of the rear vehicle is locked for the following vehicle of the front vehicle.

Further, the group computer interlocking determination of the vehicle-receiving route specifically comprises:

and triggering the group computers to interlock and arrange the signal machines by the CTC according to the operation plan so as to form the vehicle receiving access.

Further, the group control system provides movement authorization for the trains in the train group according to the train receiving route information, the train state information and the line data information.

Further, the train state information includes train position information and/or train integrity information.

Further, when the front train in the train group is out of the clear route section, the route section is used as a short route and provided for the rear train to be used continuously.

Further, still include:

judging whether a tail car in the train group drives out of the receiving route or not;

and sequentially unlocking or unlocking the sections of the tail cars which are driven out of the receiving car access road at one time.

The invention also provides a vehicle receiving system based on the ad hoc network, which comprises a group computer interlocking and group control system,

the group computer interlock is used for determining a vehicle receiving route and sending vehicle receiving route information to the group control system;

the group control system is used for sending a train license to the trains in the train group according to the train receiving route information, so that the trains enter the train receiving route in sequence according to the train license;

the group computer interlock is also used for keeping the section locking in the train receiving access road in the process that the trains in the train group enter the train receiving access road.

Further, the step of controlling the trains in the train group to enter the divergent access includes:

unlocking the public access after the front vehicle leaves the public access;

The invention also provides a group control system for a train control system, the group control system comprising a receiving unit, a determining unit, a transmitting unit and a monitoring unit, wherein,

the receiving unit is used for acquiring the receiving route information from the group computer in an interlocking manner;

the determining unit is used for determining the train driving permission of the train in the train group based on the ad hoc network according to the train receiving access information;

the sending unit is used for sending the driving permission to a train group so that the trains enter the receiving route in sequence according to the driving permission;

the monitoring unit is used for monitoring the process that the trains in the train group enter the receiving route to form monitoring information, and the monitoring information is used for keeping the section in the receiving route to be locked when the train in the train group enters the receiving route in an interlocking manner by the group computer.

Further, the group control system for controlling trains in the train group to enter the divergent access includes:

unlocking the public access after the front vehicle leaves the public access;

The invention also provides a group computer interlock for a train control system, the group computer interlock comprising an access sending unit and an access control unit, wherein,

the route sending unit is used for sending the train receiving route information to the group control system so that the group control system sends the train permission to the train in the train group based on the ad hoc network according to the train receiving route information;

the route control unit is used for receiving monitoring information from the group control system and keeping the section in the receiving route locked in the process that the train in the train group enters the receiving route according to the monitoring information.

The train receiving method, the train receiving system and the group computer interlock based on the ad hoc network, disclosed by the invention, are used for integrally controlling train group outbound based on the ad hoc network of vehicle-to-vehicle communication. The number of the vehicles dispatched simultaneously in the same area of the station is obviously increased, and the influence of train route unlocking and handling on the running efficiency is reduced by keeping the section locking through the route. The running mode of the train group simplifies the control logic and improves the running density. Under the condition that the shape of the station yard is not changed, the vehicle receiving and dispatching capacity of the vehicle station in the same time range is obviously improved. Moreover, based on the new departure method provided by the invention, the route signal machine for receiving and departure does not need to be additionally arranged, so that the efficient departure can be realized on the basis of the existing signal machine architecture. The influence of traffic signal faults on driving caused by the fact that the traffic signal needs to be rearranged in the new departure method is avoided. The technical scheme of the invention can improve the running efficiency of the receiving and dispatching vehicles without outdoor construction, thereby reducing the project investment and the full life cycle cost.

Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.

Drawings

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 illustrates an ad hoc network based train control system architecture diagram according to an embodiment of the present invention;

FIG. 2 illustrates a flow of an ad hoc network-based departure method according to an embodiment of the present invention;

FIG. 3 illustrates a schematic diagram of a train group entering an departure approach by departure from the same track according to an embodiment of the present invention;

FIG. 4 is a schematic diagram illustrating departure of trains at different station tracks in a train group according to an embodiment of the present invention;

FIG. 5 shows a flow diagram of an ad hoc network-based pickup method according to an embodiment of the invention;

FIG. 6 illustrates a train group pickup approach according to an embodiment of the present invention;

FIG. 7 shows a schematic diagram of a train consist dispatching from different tracks, according to an embodiment of the invention;

fig. 8 is a schematic structural diagram of an ad hoc network-based departure/pickup system according to an embodiment of the present invention;

FIG. 9 illustrates a group control system for a train control system according to an embodiment of the present invention;

fig. 10 illustrates a group computer interlock for a train 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.

In the embodiment of the invention, a plurality of trains on the track form a train group through an ad hoc network, and the train group can comprise a plurality of independent trains, a plurality of independent train sub-groups formed by the plurality of trains or both of the independent train sub-groups. Each train subgroup may include one or more trains of rolling stock, and the plurality of trains in a train may be connected physically or through a communicative virtual coupling, or a combination thereof. Virtual connection is realized among independent trains, independent train subgroups and between the independent trains and the independent train subgroups through an ad hoc network, and one independent train subgroup in the ad hoc network are used as a node of the ad hoc network. However, the embodiment of the present invention does not limit the connection manner of each train in each train subgroup in the train group. For convenience of describing the technical solution of the present invention, unless otherwise specified, the train in the present invention refers to an independent train or an independent train subgroup.

The virtual connection between the trains in the train group is realized through the ad hoc network. The method overcomes the defect that data transmission among multiple trains is realized only through physical connection modes such as an electric coupler and the like in the prior art, and the multiple trains in non-physical connection can be used as nodes in the ad hoc network to quickly form a train group through the ad hoc network, so that the train group is formed more flexibly and quickly.

In the embodiment of the present invention, each Train in the Train Group is connected to the Group Control System (or called Group Control server, GCS, Group Control System) by an on-board subsystem (ATP) to realize the driving Control of all trains in the Train Group. Fig. 1 is a block diagram illustrating an ad hoc network-based train control system architecture according to an embodiment of the present invention. As shown in fig. 1, the ad hoc network-based train Control system includes a Traffic Control center (CTC), a Group Computer Interlocking (GCI), a Group Control Server (GCS), and an on-board subsystem (ATP). The CTC, the GCI and the GCS belong to a ground subsystem, and the group computer interlocking GCI is a computer interlocking system for realizing the route control of a group train; the ATP is located on a train and belongs to a vehicle-mounted system. It should be noted that the device name in the present invention is not limited to its literal meaning, and any device that is consistent with the system architecture of the present invention and implements the functions of the device of the present invention, regardless of the device name, is within the scope of the present invention.

In the ad hoc network-based train control system of the embodiment of the invention, the CTC can send route commands to the GCI according to the train schedule of the trains in the train group (such as the number of trains running and leaving in the train group, train group train sending time, train group train sending and leaving schedule, etc.) to execute train group route transaction work, thereby achieving the purpose of train group route transaction.

In the embodiment of the present invention, the route used by the train group train is referred to as a repeat route, which is simply referred to as a route. The repeated route is relative to a common route, which is a route used for a common train. A repeat route is one or more route sections through which the train consist passes, i.e. at least two trains in the train consist pass through the route. The GCI can unlock the repeated routes only by acquiring the designated information from the GCS, and the routes used by the train group are marked as the repeated routes, so that the route control of the GCS during train receiving and departure of the train group is realized.

After receiving the route command of the CTC, the GCI arranges the train routes in the train group according to the route command, acquires the repeated routes, etc., forms route information, and provides the route information to the GCS. The CTC is responsible for setting which station track each train in the train group respectively enters, and the GCI transacts the route according to the setting result and the command of the CTC. The GCI transmits route information such as route section status (locked/unlocked, occupied/cleared), signal (inhibit signal/permit signal), switch information (position/flip) to the CTC. The GCI also has a function of clearing a short route formed by a single route section, that is, after a preceding vehicle in the train group exits the route section, the route section is provided as a short route to a following vehicle for continuous use.

The GCS transmits a Movement Authority (MA) to the ATP of the trains in the train group according to the route information (e.g., information such as a locked state and an unlocked state of the receiving route) provided by the GCI, the train state information (e.g., information such as train vehicle position information and train integrity) provided by the ATP, and the route data (e.g., information such as a speed limit) to control the operation of each train in the train group, that is, to control the train in the train group to enter the receiving route or the sending route. The embodiment of the present invention does not limit the subsystem connected by the GCS, and the GCS may connect other necessary subsystems besides the GCI to obtain related information, such as line information from a device storing the line information.

The GCS may determine which train in the train group is a first train (hereinafter, referred to as a first train), a last train (hereinafter, referred to as a last train), and an intermediate train (hereinafter, referred to as an intermediate train) based on system information such as route information, train state information, and route data, or may designate a certain train in the train group as the first train, the last train, and the intermediate train based on the system information. Among them, the tail car and the intermediate car can travel following the front car, so the tail car and the intermediate car can also be called following cars. In the embodiment of the present invention, the determination method of the first vehicle, the last vehicle, and the intermediate vehicle is not limited.

In the embodiment of the invention, the GCS is not limited to only providing the driving permission for the first vehicle, but can also provide the driving permission for the intermediate vehicle and the tail vehicle.

In the running process of the train, the ATP can calculate a target distance continuous speed control mode curve in real time according to basic data such as train data (such as line data, signal permission and the like), MA and the like, and automatically protect each train in a train group from overspeed according to the curve. The vehicle-mounted ATP of the intermediate car or the tail car autonomously calculates the speed according to the line data (the train in the station, the line data is provided by the GCS), the train parameters (such as the braking performance of the train) and the running state data of the front car, such as the speed, the acceleration, the train parameters and the like of the front train, and dynamically adjusts the interval with the front car so as to achieve the aim of safe running.

For the trains in the train group running on the basis of the ad hoc network, as the trains form virtual connection on the basis of the ad hoc network and can be positioned on different station tracks (namely, the trains enter the departure approach from different station tracks or enter different station tracks from the pickup approach), higher requirements are put forward on the control of the pickup and departure. In order to further improve the efficiency of receiving and dispatching vehicles, the embodiment of the invention provides a vehicle dispatching method based on an ad hoc network.

The train receiving and dispatching method provided by the embodiment of the invention is based on the train group of the ad hoc network formed by the train-to-train communication, the train-to-train communication mode is not limited, and the train-to-train communication mode can be wireless communication as an example. The ad hoc network of the embodiment of the invention is a communication network formed by direct or indirect communication among all trains in a train group. Through the ad hoc network, each train in the train group as a node in the ad hoc network can acquire data sent by other trains, such as data related to the running state of the preceding train, so as to realize running following the preceding train and dynamically adjust the running state of the train. The train receiving and dispatching comprises train receiving and/or dispatching, the scheme of train receiving or dispatching of multiple trains is explained in the embodiment of the invention, and the scheme of train receiving and dispatching can be used in the application of train receiving and dispatching in a station.

In the embodiment of the invention, the train group at least comprises two trains, namely a first train and a following train. When the train group only comprises two trains, the following train is the tail train. The train group may also include more than two trains, i.e., a first train, a plurality of trailing trains, and a trailing train. In the driving process, the following vehicle sequentially follows the front vehicle, namely, the following vehicle serves as a rear vehicle to follow the train immediately before the rear vehicle, and the last sliding vehicle in the following vehicle serves as a tail vehicle. The front train and the rear train in the embodiment of the invention are any two adjacent trains in a train group and have a passing precedence relationship. The train groups have the same receiving or departure direction, and each train in the train groups can be positioned on the same track or different tracks.

Method for dispatching a train

Fig. 2 shows a flow chart of an ad hoc network-based departure method according to an embodiment of the present invention. As shown in fig. 2, the method includes: the GCI determines the departure route and sends departure route information to the GCS; the GCS sends driving permission to the trains in the train group according to the departure route information; the trains enter the departure route in sequence according to the driving permission; and keeping the section in the departure route to be locked in the process that the trains in the train group enter the departure route.

In the train departure method based on the ad hoc network, a CTC sends a route transaction instruction to a GCI according to an operation plan, and the GCI is triggered to control an entrance signal machine to open so as to form a departure route. In the embodiment of the invention, the departure route is a route used by trains in the train group. In the departure approach, after the first train and the following trains of the train group pass, the sections in the departure approach are not unlocked, and after only the tail train passes, all the sections in all the departure approaches are sequentially unlocked or unlocked once.

The GCS receives route information (block (locked/unlocked, occupied/clear), signal (inhibit/allow signal), switch information (position/reverse), etc.) from the GCI, train status information from the train ATP of the train consist, wherein the train status information includes information such as vehicle location and/or train integrity.

The GCS transmits the MA to the ATP of the first train in the train group based on the route state information, the train state information, the route data information, and the like. After the ATP of the first train obtains the MA, the ATP device calculates a target distance continuous speed control mode curve between each train in the train group in real time according to train data (including line data, signal permission and the like) information, the MA and other data, automatically protects the overspeed of each train in the train group according to the curve, and finally each train in the train group enters a departure route.

The following vehicles in the train group follow the front vehicles to enter the departure route in sequence. The vehicle-mounted ATP device of the following vehicle or the tail vehicle autonomously calculates the speed according to the route data (such as gradient, speed limit, curvature radius and the like), the train parameters (such as braking performance, vehicle length, vehicle weight and the like) provided by the GCS and the speed, acceleration, train parameters and the like of the immediately preceding train and adjusts the interval between the train and the preceding train. Then the vehicle drives into the departure route along with the front vehicle.

Each section of the departure route is kept locked during the train entering process of the train group. And in the process that each train in the train group enters the departure access road, the GCI controls each section in the departure access road to keep a locking state, namely, each section in the departure access road is not unlocked. After all trains in the train group, i.e. the tail cars, enter the departure approach, the GCI unlocks the individual sections in the departure approach. Specifically, the GCS can determine the tail cars according to the group information and monitor the process that the train group enters the route, the tail cars provide the positions of the tail cars to the GCS in real time, the GCS sends the monitoring information that the tail cars pass through the route to the GCI, the GCI determines whether the tail cars pass through the sections in the departure route, and when the tail cars have passed through the departure route, all the sections in the departure route are unlocked one by one or all the sections are unlocked at one time. The departure method based on the ad hoc network can ensure that all trains in the train group can safely enter the section in the departure route, and safely and efficiently control all trains in the train group to enter the departure route.

Fig. 3 is a schematic diagram illustrating a train group entering an departure approach path by departure from the same track according to an embodiment of the present invention. Train groups are formed among multiple trains on the same station track through ad hoc networks, and data communication of the trains in the train groups is realized through the ad hoc networks. Without loss of generality, in the embodiment of the present invention, the departure method for a train group to depart from the same track is exemplarily described by taking four tracks (a 3G track, a 1G track, a 2G track, and a 4G track) and taking the case that all trains in the train group are located in the same 1G track, but the method is not limited to departure from a specific 1G track.

As shown in fig. 3, all trains in the train group are located on the same station ig to form a train group. The CTC triggers the signalers X I to SF in front of the train group in the GCI arrangement station track 1G according to the operation plan to form a departure public access, the public access is an access through which the trains in the train group pass together, and the X I signalers are controlled to open the GCI to send MA to ATP of the first train in the train group. And the first vehicle starts to operate after receiving the MA sent by the GCI and drives to the departure public access. The sections on the departure public access, such as 12DG, 8DG and 2DG sections, keep locked without unlocking after the head train of the train group passes by. The following vehicles keep a certain safe distance to send out successively according to the positions of the front vehicles, and the sections on the public route of sending out keep a locking state continuously. In the embodiment of the invention, the MA can be sent to the following vehicle through the GCS, and also can be sent to the following vehicle through the first vehicle.

The method comprises the steps that a tail car of a train group sends a real-time position to a GCS, the GCS judges an approach section through which the tail car passes, monitoring information is formed and informs a GCI, when the GCI judges that the tail car passes through the section on a public approach, all sections on the public approach of departure are controlled to be unlocked in sequence, or all sections on the public approach of departure are unlocked at one time after the tail car completely passes through the public approach.

Fig. 3 schematically illustrates a train group in the same track and departure situation, and fig. 4 schematically illustrates a train in the train group in different tracks and departure situation according to an embodiment of the present invention. As shown in fig. 4, the train 1 in the train group is located on the station track 4G, and the train 2 in the train group is located on the station track 2G. The train car 1 and the train car 2 form a train group based on the ad hoc network as independent nodes. It should be noted that, in the embodiment of the present invention, the train cars 1 and 2 are taken as an example for illustration, and the train group is not limited to only include two trains, three trains or more trains, and is respectively located on multiple tracks, and may be applied to the present invention. Without loss of generality, the embodiment of the invention is exemplarily explained by taking the train car 1 as a leading car and the train car 2 as a trailing car.

For the train 1, it needs to enter the 6-10DG section, the 4DG section, through the station track 4G. In the embodiment of the invention, the converging route consists of at least three short routes, wherein two short routes comprise a straight route and/or a lateral route passing through a turnout and the same section, and the third short route is a common route behind the same section, wherein the turnout is the same turnout or different turnouts. As shown in fig. 4, a straight route passes from signal XII through switch 10, sections 6-10DG to insulation J64 between switch 6 and switch 4, and a side route passes from signal X4 through switches 10, 6-10DG sections to insulation J64, and the common route is insulation J64 to signal S, including 4DG sections, and in other embodiments, the common route may include multiple short routes.

Controlling trains in the train group to pass through the merging route comprises: controlling the front train in the train group to enter a public access way through a straight access way or a lateral access way; after the front vehicle leaves the straight access or the lateral access of the front vehicle, unlocking the straight access or the lateral access and locking the public access keeping section; after the front vehicle leaves the straight-direction access or the lateral access, the straight-direction access or the lateral access is locked for the rear vehicle, and the rear vehicle enters the public access through the straight-direction access or the lateral access and continuously passes through the public access along with the front vehicle.

As shown in fig. 4, the car 1 is a front car, the switch 10 is in a reverse position, the car 1 receives MA of the GCS and enters a lateral approach, then the car 1 passes through the lateral approach, the GCS monitors that the car 1 leaves the lateral approach and then informs the GCI to unlock the lateral approach, and the car 1 enters a locked public approach and passes through the public approach. After the vehicle 1 is out of the clear side to enter the road, the GCI locks the vehicle 2 to enter the straight road of the section 6-10DG through the turnout 10, and the vehicle 2 receives MA of the GCS, then passes through the straight road and follows the public road locked by the section continuously by the vehicle 1. In the embodiment of the invention, the train group is controlled to merge into the public access from different accesses through the driving permission, and the locking and unlocking of the trains in the train group are respectively carried out on the straight access and the side access passing through the same turnout, so that the safety of merging the trains into the public access is ensured. And for the public access road after the convergence, the section is kept locked, and the trains pass through continuously through dynamic tracking based on vehicle-to-vehicle communication, so that the efficiency is improved.

Specifically, the CTC triggers the GCI to arrange the merged approach of track 2G and track 4G according to the operating plan. The GCI controls the locking of the route section from the traffic signal X4 to the traffic signal S in front of the vehicle 1 and controls the opening of the X4 traffic signal. GCI sends MA to car 1 ATP. The vehicle 1 starts to operate according to the received MA, and enters the departure converging route.

When the car 1 is out of the merging route to the section 6-10DG of the lateral route, the section 6-10DG is unlocked. The vehicle 1 continues to travel forward on the subsequent common route (including the section 4 DG), and the subsequent section 4DG is no longer unlocked. After the 6-10DG is unlocked, the GCI transacts the short-circuit of the signalers XII to the 6-10DG and controls the signalers XII in front of the vehicle 2 to be opened. GCI sends MA to car 2 ATP. The vehicle 2 starts operation according to the received MA, and enters the short-circuit route.

After the vehicle 2 as the tail vehicle passes through the signal machine XII, the ATP of the vehicle 2 sends a real-time position to the GCS, the GCS informs the GCI when monitoring that the vehicle 2 has driven through the signal machine XII, and the GCI controls the section-by-section unlocking or one-time unlocking of the converging route section after receiving the driving information of the vehicle 2. Without loss of generality, the train consist may also include a car 3, as shown in fig. 7, car 3 being the rear car of car 2, car 3 going through 12DG, 8DG, 6-10DG, 4DG sections, and through switch 6 and switch 8 in reverse, where the other lateral approach is taken from XI through 6-10DG sections to insulated joint J64. When the 6-10DG is cleared, the 6-10DG is unlocked, the vehicle 2 continues to run, and the subsequent public access section is kept locked. After 6-10DG is unlocked, the GCI transacts short routes from XI to 6-10DG, and the vehicle 3 starts running according to the received MA and passes through each section according to the sequence until the public route is cleared. In this case, the merged route includes a straight-direction route through which the vehicle 2 is to pass, two lateral routes through which the vehicles 1 and 3 are to pass, and one common route. In one embodiment, the train consist may also contain only cars 1 and 3, in which case the merging route contains two lateral routes and one common route.

Method for receiving vehicles

Fig. 5 shows a flowchart of an ad hoc network-based pickup method according to an embodiment of the present invention. As shown in fig. 5, the method includes: the GCI determines the route of the vehicle receiving and sends the information of the route of the vehicle receiving to the GCS; the GCS sends driving permission to the trains in the train group according to the route information; the train enters the receiving approach according to the driving permission; and keeping the locking of the section in the receiving approach in the process that the trains in the train group enter the receiving approach.

In the train receiving method based on the ad hoc network, a CTC triggers GCI to control an arrival signal machine to open according to an operation plan, and a train receiving approach is formed. Specifically, after receiving the route command of the CTC, the GCI arranges train routes in the train group, acquires a repeat route, and the like according to the route command to form route information, and provides the route information to the GCS. The CTC is responsible for setting which station track each train in the train group respectively enters, and the GCI transacts the route according to the setting result and the command of the CTC. The GCI transmits the route information such as route section status (locked/unlocked, occupied/cleared), signal (inhibit signal/permit signal), switch information (set/inverted), etc. to the CTC and the GCS. And the GCS sends the MA to the ATP of the first train in the train group according to the route information, the train state and the route data, and the first train drives into the receiving route after obtaining the MA. The following vehicles in the train group follow the front vehicles to enter the receiving approach in sequence.

Fig. 6 shows a train group pickup approach diagram according to an embodiment of the invention. For receiving trains in a train group, the train group is generally accessed to the same station track and the train group is generally accessed to different station tracks.

The method is used for accessing the same station track for the train group. As shown in fig. 6, the train group includes train car 1 and train car 2, but it should be noted that the embodiment of the present invention is not limited to only two trains, and a plurality of trains may also be applied to the present invention. When the vehicle 1 travels before the X-ray signal, the ATP of the train vehicle 1 transmits position information to the GCS to indicate that it travels before the X-ray signal. But not limited to the train 1 sending the train location to the GCS, other means of sending information to indicate that the train is traveling before the X-ray signal may be equally applicable to the present invention.

The CTC triggers the GCI to arrange the repeated route of the X-to-3G signal for receiving vehicles according to the operation plan, and the GCI controls the X signal to be opened. The GCS sends the MA to the first train of the train group. And the first train in the train group drives into the receiving route according to the received MA. When the trains in the train group enter the receiving route, the sections (3 DG and 5-9DG sections) on the receiving route keep a locked state, namely the sections are not unlocked. The following vehicles keep a certain safe distance to enter the station successively according to the positions of the front vehicles, and all sections on the approach path of the receiving vehicles keep a locking state continuously. The GCS acquires the position of the tail car in real time, and after the tail car in the train group passes over the annunciator X, the GCS informs the GCI, and at the moment, the GCI controls all sections on the receiving access road to be unlocked. In another embodiment, the GCS may also notify the GCI when the trailer is leaving a certain section, such as 3DG, and the GCI unlocks the section in time, that is, the section is unlocked section by section as the trailer is sequentially leaving and leaving the sections on the repeated route.

The method is used for accessing different tracks of the train group. As shown in fig. 4, a train 1 in the train group is a front train of the train 2, and the train 2 is a rear train of the train 1. Without loss of generality, the train car 1 can be a first train and the train car 2 can be a tail train, but the invention is not limited to only the first train and the tail train, and a plurality of follow-up trains are arranged between the first train and the tail train and can also be applied to the invention.

The CTC formulates a train receiving plan of the train group, namely, a station track to be entered by each train in the train group is designed. Illustratively, the CTC plan schedules train car 1 in the train group into a 1G track and train car 2 in the train group into a 3G track. The CTC sends the train group receiving plan to the GCI, and the GCI drives the train according to the receiving plan and sends the route information to the GCS. Wherein, for the train 2, it needs to pass through the 3DG section, the 5-9DG section and enter the 3G station road, which is defined as a branch access in the embodiment of the invention.

In the embodiment of the invention, the branch access is composed of at least three short accesses, wherein two short accesses comprise a straight access and/or a side access passing through a turnout and the same section, and the third access is a common access before the same section. When the common route is a route for receiving trains, the trains in one train group jointly pass through the common route. As shown in fig. 6, when the vehicle 1 enters 1G and the vehicle 2 enters 3G, the divergent routes include a straight route from the insulated joint J35 to the traffic signal SI, a lateral route from the insulated joint 35 to the traffic signal S3, and a common route from the traffic signal X to the insulated joint J35, the common route including a section of 3DG, and the straight route and the lateral route including the same sections 5-9 DG.

In the embodiment of the invention, the control of the branch access path is as follows: the front vehicle is cleared out of the straight access or the lateral access, the straight access or the lateral access section (5-9 DG section) is unlocked, and the public access (3 DG section) is unlocked along with the clearing of the front vehicle, so that the public access can be transacted for the rear vehicle.

Specifically, a front vehicle in the train group enters a target straight-direction route or a side-direction route of the front vehicle through a public route; unlocking the public access after the front vehicle leaves the public access; unlocking the straight access or the lateral access after the front vehicle leaves the straight access or the lateral access; after the front vehicle leaves the public access, the public access is locked for the following vehicle of the front vehicle; and after the front vehicle leaves the straight path or the lateral path, the target straight path or the lateral path of the rear vehicle is locked for the following vehicle of the front vehicle. The rear vehicle enters the target station track through a straight approach or a lateral approach.

When the first train of the train group, i.e., the train 1 according to the embodiment of the present invention, travels close to the traffic signal X, the position information is transmitted to the GCS, and the GCS judges that the train has reached the traffic signal X and notifies the GCI of routing.

And triggering the receiving repeated route of the GCI arrangement signal machines X to 1G and 3G by the CTC according to the receiving plan. And the GCI controls the route locking of the annunciators X to 1G and controls the opening of the X annunciator. The GCS sends ATP for train 1 to MA entering the 1G track, and ATP for train 2 to MA entering the 3G track.

The train 1 runs forwards according to the received MA, when the train 1 clears the 3DG section, the GCI unlocks the 3DG section for entering according to the received GCS command, the 3DG section serves as a short route to allow the train 2 to continue to use, the 3DG section can be used for retreating the train 2, after the retreating is successful, the train 2 runs forwards according to the received MA, and at the moment, the train 2 does not influence the train 1 to continue to run forwards. After the train 2 leaves the 5-9DG section and completely enters the 1G section, the GCI controls the 5-9DG section to be unlocked according to the received GCS command, the GCI transacts a short route from the 5-9DG to the 3G for the train 2, and the train 2 continues to run into the 3G station track. And all sections on the repeated route of the vehicle receiving are sequentially unlocked along with the sections of the tail vehicles which are sequentially cleared, or the tail vehicles are completely cleared from the branched route, namely, the sections are unlocked once after the repeated route of the vehicle receiving.

The embodiment of the invention manages the train receiving and dispatching in a train group mode, can improve the running density of the train on the route, reduce the time for handling route locking, and allows the following train to handle the short route for getting out of the train before the train is handled for the branch route, thereby further improving the efficiency. Ground control system GCI and GCS can mainly carry out the permission management of driving to the first car, and whether later monitoring train crowd tail car passes through the route, have reduced the control to train crowd through the process of repeatedly advancing along the way with the car, have simplified control logic, and follow through the pursuit between a plurality of trains of train crowd, under the circumstances of guaranteeing safe distance and speed, have improved the efficiency of receiving and dispatching a train intelligently.

Based on the same inventive concept, the embodiment of the invention also provides an departure system based on an ad hoc network, as shown in fig. 8, the system comprises a group computer interlocking GCI and a group control system GCS, and the GCI is in data connection with the GCS.

The GCI is used for determining the departure route and sending the departure route information to the GCS;

the GCS is used for sending a train license to the trains in the train group according to the departure route information, so that the trains enter the departure route in sequence according to the train license;

the GCI is also used for keeping the section locking in the departure route in the process that the trains in the train group enter the departure route.

The departure approach comprises a departure public approach, and when a train in the train group enters the departure approach, the section in the public approach is kept locked until the train group tail train passes through the section in the public approach, and the section is unlocked.

The departure route comprises a departure converging route which consists of at least three short routes, wherein two short routes comprise straight routes and/or lateral routes passing through a turnout and the same section, and the third route is a public route behind the same section.

The departure system based on the ad hoc network is used for controlling the train group to pass through the convergence route:

the GCS controls the movement of the trains in the train group through the movement authorization, and comprises the following steps: controlling the front train in the train group to enter a public access way through a straight access way or a lateral access way;

after the front vehicle leaves the straight-direction route or the lateral route of the departure vehicle, the GCI locks the straight-direction route or the lateral route for the rear vehicle, and the rear vehicle enters the public route through the straight-direction route or the lateral route and continuously passes through the public route along with the front vehicle.

And the GCS acquires the train position information of the train group in real time and judges the position of the train on the merging route. And after the front vehicle leaves the straight access or the lateral access, unlocking the straight access or the lateral access, and locking the public access keeping section. The GCS obtains monitoring information by monitoring the position of the train, sends a command to the GCI according to a judgment result, and controls route locking or unlocking by the GCI. The route through which the train group passes is a repeat route, and the GCI needs to operate upon receiving a command from the GCS for controlling the repeat route.

And the GCS provides movement authorization for the trains in the train group according to the departure route information, the train state information and the line data information. Wherein, the departure route information is provided by GCI.

In the embodiment of the present invention, the system formed by the GCS and the GCI may also be an ad hoc network-based vehicle pickup system, as shown in fig. 8, in the vehicle pickup system,

the GCI is used for determining the route of the vehicle receiving and sending the information of the route of the vehicle receiving to the GCS;

the GCS is used for sending a train license to the trains in the train group according to the train receiving route information, so that the trains enter the train receiving route in sequence according to the train license; the GCI is also used for keeping the section locking in the receiving route in the process that the trains in the train group enter the receiving route.

The GCS monitors the running of the group trains, after monitoring that the tail cars pass through the designated access or section, the GCS sends monitoring result information to the GCI, and the GCI unlocks the corresponding section after receiving GCS information. In the embodiment of the invention, the route passed by the train group is a repeated route, which is relative to the route of a common non-train group, and the GCI needs to act by receiving the message of the GCS for controlling the repeated route.

The vehicle receiving access comprises a vehicle receiving branch access, wherein two short accesses comprise a straight access and/or a side access passing through a turnout and the same section, and the third access is a public access before the same section.

The train receiving system is also used for controlling trains in the train group to enter the bifurcation access road, and comprises:

unlocking the public access after the front vehicle leaves the public access;

And the GCS provides movement authorization for the trains in the train group according to the train receiving access information, the train state information and the line data information.

The system formed by the GCI and the GCS in the embodiment of the invention can be only used as a vehicle receiving system, can also be only used as a vehicle dispatching system, and can also realize the functions of vehicle receiving and dispatching at the same time.

Based on the same inventive concept, an embodiment of the present invention further provides a group control system GCS for a train control system, as shown in fig. 9, the GCS includes a receiving unit, a determining unit, a transmitting unit, and a monitoring unit.

In one embodiment, the GCS is used to effect train departure. In this case, it is preferable that the air conditioner,

the receiving unit is used for acquiring departure route information from the group computer interlocking GCI;

the determining unit is used for determining the driving permission of the train in the train group based on the self-organizing network according to the departure route information;

the sending unit is used for sending the driving permission to a train group so that the trains enter the departure route in sequence according to the driving permission;

the monitoring unit is used for monitoring the process that the trains in the train group enter the departure route to form monitoring information, and the monitoring information is used for maintaining the locking of the section in the departure route by the GCI in the process that the trains in the train group enter the departure route.

The GCS is used for controlling the train group to pass through the merging route:

controlling the front train in the train group to enter a public access way through a straight access way or a lateral access way;

after the front vehicle leaves the straight access or the lateral access of the front vehicle, unlocking the straight access or the lateral access and locking the public access keeping section;

after the front vehicle leaves the straight-direction access or the lateral access, the straight-direction access or the lateral access is locked for the rear vehicle, and the rear vehicle enters the public access through the straight-direction access or the lateral access and continuously passes through the public access along with the front vehicle.

In one embodiment, the GCS is used to effect train pickup. In this case, it is preferable that the air conditioner,

the receiving unit is used for acquiring the vehicle receiving route information from the GCI;

the determining unit is used for determining the driving permission of the train in the train group based on the self-organizing network according to the train receiving route information;

the monitoring unit is used for monitoring the process that the trains in the train group enter the receiving route to form monitoring information, and the monitoring information is used for maintaining the locking of the section in the receiving route by the GCI in the process that the trains in the train group enter the receiving route.

The vehicle receiving approach comprises a vehicle receiving branch approach which is composed of at least three short approaches, wherein two short approaches comprise straight approaches and/or lateral approaches passing through a turnout and the same section, and the third approach is a public approach in front of the same section.

The GCS is used for controlling trains in the train group to enter the branching access road and comprises the following steps:

unlocking the public access after the front vehicle leaves the public access;

The GCS for the train control system in the embodiment of the invention can be independently used for realizing the departure function, can also be independently used for realizing the receiving function, and can also have the functions of departure and receiving at the same time. The specific principle that the GCS combines the GCI to realize the pickup and departure can be obtained according to the embodiments of the ad hoc network-based departure method and the ad hoc network-based pickup method of the present invention.

Based on the same inventive concept, the embodiment of the present invention further provides a group computer interlocking GCI for a train control system, as shown in fig. 10, where the GCI includes a route sending unit and a route control unit, and the GCI is further in data connection with a group control system GCS.

In one embodiment, the GCI is configured to implement train group departure, in which case, the route sending unit is configured to send departure route information to the GCS, so that the GCS sends a train permission to the train in the train group based on the ad hoc network according to the departure route information; the route control unit is used for receiving monitoring information from the GCS and keeping the section in the departure route to be locked in the process that the train in the train group enters the departure route according to the monitoring information.

In one embodiment, the GCI is configured to implement train group pickup, in which case, the route sending unit is configured to send pickup route information to the GCS, so that the GCS sends a train permission to the train in the train group based on the ad hoc network according to the pickup route information; the route control unit is used for receiving monitoring information from the GCS and keeping the section in the receiving route to be locked in the process that the train in the train group enters the receiving route according to the monitoring information.

The GCI in the embodiment of the invention can realize train receiving or departure of a train group independently and can also realize train receiving and departure simultaneously, and the concrete principle that the GCI combines the GCS to realize train receiving and departure can be obtained according to the implementation modes of the train receiving method based on the ad hoc network and the train receiving method based on the ad hoc network.

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

1. A vehicle receiving method based on an ad hoc network is characterized by comprising the following steps:

the group control system is also used for monitoring the process that the trains in the train group enter the receiving route to form monitoring information;

the train enters the receiving approach according to the driving permission;

the group computer interlock is used for receiving monitoring information from the group control system and keeping the section locking in the train receiving access road in the process that trains in the train group enter the train receiving access road according to the monitoring information.

2. The ad-hoc network-based pickup method according to claim 1, wherein the pickup approach includes a pickup bifurcation approach,

3. The ad-hoc network-based train receiving method according to claim 2, comprising controlling trains in the train group to enter the divergent access path:

4. The ad-hoc network-based train receiving method according to claim 3, wherein controlling trains in the train group to enter the divergent access comprises:

unlocking the public access after the front vehicle leaves the public access;

5. A method for receiving a train according to any one of claims 1 to 4, wherein the group computer interlocks to determine the train receiving route specifically as follows:

6. The ad-hoc network-based pickup method according to claim 1,

and the group control system provides movement authorization for the trains in the train group according to the train receiving route information, the train state information and the line data information.

7. The ad-hoc network-based pickup method according to claim 6,

the train state information includes train position information and/or train integrity information.

8. The ad-hoc network-based pickup method according to claim 1,

and when the front train in the train group is out of the clear route section, the route section is used as a short route and is provided for the rear train to be continuously used.

9. The ad-hoc network-based pickup method according to claim 1, further comprising:

10. A train receiving system based on ad hoc network is characterized in that the system comprises a group computer interlocking and group control system,

11. The ad-hoc network-based pickup system according to claim 10, wherein the pickup approach includes a pickup bifurcation approach,

12. The ad-hoc network-based train receiving system according to claim 11, wherein the step of controlling trains in the train group to enter the divergent access comprises:

unlocking the public access after the front vehicle leaves the public access;

13. The ad-hoc network-based pickup system according to claim 10,

14. A group control system for a train control system, characterized in that the group control system comprises a receiving unit, a determining unit, a transmitting unit and a monitoring unit, wherein,

15. The group control system for a train control system of claim 14, wherein the pickup approach comprises a pickup bifurcation approach,

16. The group control system for a train control system of claim 15, wherein the group control system for controlling trains within a train group to enter the divergent access comprises:

unlocking the public access after the front vehicle leaves the public access;

17. A group computer interlock for a train control system, the group computer interlock comprising an access sending unit and an access control unit, wherein,

the route control unit is used for receiving monitoring information from a group control system and keeping a section in the receiving route locked in the process that trains in the train group enter the receiving route according to the monitoring information;

the monitoring information is formed by monitoring the process that the train in the train group enters the receiving route by the group control system.