CN112678034B

CN112678034B - Train operation control system compatible with CTCS-2 and CBTC

Info

Publication number: CN112678034B
Application number: CN202110048991.0A
Authority: CN
Inventors: 刘宏杰
Original assignee: Beijing Jiaotong University
Current assignee: Beijing Jiaotong University
Priority date: 2021-01-14
Filing date: 2021-01-14
Publication date: 2023-03-24
Anticipated expiration: 2041-01-14
Also published as: CN112678034A

Abstract

The invention provides a train operation control system compatible with CTCS-2 and CBTC. The method comprises the following steps: the system comprises CTCS-2 vehicle-mounted equipment, vehicle-mounted equipment compatible with CTCS-2 and CBTC and ground equipment based on CTCS-2 superposed CBTC, wherein the CTCS-2 vehicle-mounted equipment is installed on a CTCS-2 train, and the vehicle-mounted equipment compatible with CTCS-2 and CBTC is installed on the CBTC train; the ground equipment based on the CTCS-2 superposed CBTC comprises a zone controller ZC and a data communication system DCS, wherein the ZC realizes wireless communication with a CBTC train through the DCS, the CBTC train reports the real-time position and the running state information of the CBTC train to the ZC, and the ZC sends mobile authorization MA information for guiding the CBTC train to run. The invention can realize the collinear operation of the CTCS-2 train and the CBTC train on the CTCS-2 line, not only ensures that the vehicle-mounted equipment of the CTCS-2 train and the operation mode thereof are kept unchanged, but also can realize the movement blocking operation of the CBTC train, thereby fully utilizing the abundant capacity of the CTCS-2 line and achieving the purpose of increasing high-density and public transportation urban train operation on an intercity railway line.

Description

Train operation control system compatible with CTCS-2 and CBTC

Technical Field

The invention relates to the technical field of train operation control, in particular to a train operation control system compatible with CTCS-2 and CBTC.

Background

The urban train is driven by using the resources of the existing trunk line and the inter-city railway line, the four-network integration of the trunk line, the inter-city, the urban area and the urban rail transit is promoted, and the trend of the construction and the development of the rail transit is realized. If the train which runs in a public transportation mode can be added to the existing intercity railway line, the travel demand of passengers can be better served, the operation service quality of rail transit is improved, the railway line and management resources are fully utilized, the cost benefit of intercity railway and urban area rail transit is improved, the benefits of railway construction, operation, users and the like are met, and the related demand is stronger.

According to the demand of inter-city railway train transportation organization, trains running on inter-city railway lines can be divided into two types, wherein one type is the existing inter-city train which is the main force of inter-city railway line transportation, and the demand of transportation organization is required to be met in a limited way; the other type is a newly-added urban train which operates in a public transportation mode, and the main purpose of the urban train is to provide transportation service for short-distance passengers around a line by using line transportation energy which cannot be fully utilized by the inter-city train in a high-density public transportation mode. Urban train tracking intervals need to be shortened in order to increase the urban train transportation capacity. However, no mature solution exists for how to meet the demand.

The signal system is a core system for protecting the safe operation of the train. On one hand, the inter-city railways in China mainly adopt a CTCS (China Train operation Control System) -2 System, which can meet the requirements of high-speed trains and interconnection and intercommunication operation and is greatly developed in the railway construction process in China. However, the system has the disadvantages that the system does not support the tracking of the moving train, the turning-back time of the train is long, and the like, so that the running interval of the train is increased, the full release of the line running energy is limited, and the requirement of increasing the high-density public transportation running urban trains on an intercity railway line is difficult to meet. On the other hand, a CBTC (Communication Based Train Control System) System has been widely used in urban rail transit around the world, and is Based on a mobile blocking technology, and can realize high-density tracking and public transportation of trains.

If the compatibility of the CTCS-2 and the CBTC system can be realized, necessary CBTC ground equipment can be superposed on the basis of the CTCS-2 system of the intercity railway, and CBTC vehicle-mounted equipment is installed on a train in the city area, so that the aim of collinear operation of the intercity train provided with the CTCS-2 vehicle-mounted equipment and the train provided with the CBTC vehicle-mounted equipment is realized, the requirements of intercity railway train transportation and the increase of high-density public transportation urban train operation on the intercity railway line can be simultaneously met, and the foundation is laid for realizing the four-network integration of the rail transit. Based on the above, the invention provides an integral scheme for realizing mixed transportation of the CTCS-2 train and the CBTC train based on the CTCS-2 system and the CBTC system.

Currently, the prior art has little research effort for compatible CTCS and CBTC systems. In the background art, there are two categories of contrast files that can be classified as follows:

patent CN201911191831.0 discloses a "switching method for interconnection and intercommunication between a CBTC system and a CTCS system", which has the main innovation point that by setting a switching transition region and configuring two sets of vehicle-mounted devices of different systems on a train, switching of a control system is completed when the train crosses the switching transition region, and a switching solution is provided for a scene where a trunk railway and an urban rail transit are linked. Similarly, patent CN201711407249.4 describes in detail "setting of co-tube region of CTCS-2 and CBTC and method for switching in co-tube region". The patent "CN201611025241.7" describes "a control method for switching a vehicle-mounted system, a CBTC control system and a CTCS control system", and describes in detail an architecture supporting vehicle-mounted devices operating in an offline mode on a CTCS and a CBTC line and a processing principle of the control system operating in an offline mode.

The compatible CTCS and CBTC systems in the prior art provide solutions for scenes in which trains need to run across lines based on independent operation of CTCS-2 and CBTC lines, and the problem that inter-city trains and high-density urban trains run simultaneously based on inter-city railway lines cannot be solved.

Disclosure of Invention

The embodiment of the invention provides a train operation control system compatible with CTCS-2 and CBTC (communication train control) to realize collinear operation of a CTCS-2 train and a CBTC train on a CTCS-2 line.

In order to achieve the purpose, the invention adopts the following technical scheme.

A CTCS-2 and CBTC compatible train operation control system, comprising: the train control system comprises CTCS-2 vehicle-mounted equipment, vehicle-mounted equipment compatible with CTCS-2 and CBTC and ground equipment based on CTCS-2 superposed CBTC, wherein the CTCS-2 vehicle-mounted equipment is installed on a CTCS-2 train, and the vehicle-mounted equipment compatible with CTCS-2 and CBTC is installed on the CBTC train;

the ground equipment based on the CTCS-2 superposed CBTC comprises a zone controller ZC and a data communication system DCS, wherein the ZC realizes wireless communication with a CBTC train through the DCS, the CBTC train reports the real-time position and running state information of the CBTC train to the ZC, and the ZC sends mobile authorization MA information for guiding the CBTC train to run.

Preferably, the CBTC train uses the CBTC mode as the active mode and uses the CTCS-2 as the standby mode, and the vehicle-mounted device compatible with the CTCS-2 and the CBTC is configured with all vehicle-ground communication interface modes of the CTCS-2 and the CBTC systems, and is capable of receiving information from wireless communication, a track circuit and a transponder at the same time, and operates in the CBTC mode when the compatible vehicle-mounted system is capable of obtaining the mobile authorization information from the ZC through wireless communication; and when the compatible vehicle-mounted system cannot obtain the wireless communication information, the CBTC is judged to have a vehicle-ground communication fault, and the vehicle-ground communication system operates according to the CTCS-2 mode.

Preferably, the vehicle-mounted equipment compatible with the CTCS-2 and the CBTC further comprises an ATO (automatic train operation) module, so that automatic train driving operation is realized, a train interface unit and a speed and distance measuring unit configured on the vehicle-mounted equipment compatible with the CTCS-2 and the CBTC are consistent with a traditional CBTC system, and a human-computer interface is subjected to compatibility design according to requirements of the CBTC and the CTCS-2 in two different operation modes.

Preferably, the ground equipment based on the CTCS-2 superposed CBTC comprises CTCS-2 ground equipment, wherein interfaces with a ZC are respectively added in a train control center TCC, a computer interlocking CBI and a scheduling centralized system CTC in the CTCS-2 ground equipment, and the ZC is in wireless communication with the TCC, the CBI and the CTC respectively through an Ethernet;

the ZC receives occupation/clearance information of a section track line and open state information of a section signal machine from the TCC through the Ethernet and sends train type information close to the section signal machine to the TCC; the ZC receives occupation/clearance information, route arrangement, signal opening and other information of a station track section from the CBI through the Ethernet and provides train type information close to a station signal machine to the CBI; and the ZC reports the detailed running state information of the CBTC train to the CTC through the Ethernet, receives a scheduling command of the CTC to the train and then sends the command to the CBTC train.

Preferably, the TCC and CBI process the signals in their respective jurisdictions according to the following principle:

if the train type approaching the annunciator is known to be a CBTC train from the ZC receiving information, processing the occupation state of the protection zone of the annunciator according to a mobile block principle, namely opening the protection signal as long as the first zone state behind the annunciator is idle, and displaying the corresponding annunciator by turning off the light so as to distinguish the signal opening state of the mobile block from the signal opening state of the fixed block; meanwhile, the TCC and the CBI respectively send information about whether signals are open or not in the jurisdiction range of each TCC and the CBI and occupation state information of each section to the ZC, and the ZC generates mobile authorization for the train according to the signal open state and the occupation state information of the sections in the signal protection range;

the principle that ZC calculates the mobile authorization for the train is as follows: firstly, matching position information and zone occupation information of each train, and determining whether the occupation type of each zone is occupied by a CBTC train or a non-CBTC train; further, the state of the train and each section ahead of the train is comprehensively judged, if the section ahead of the train is idle, the section ahead of the train is taken as the movement authorization of the train, and the movement authorization terminal is determined according to the following principle: if the number of the front section idleness exceeds the maximum number N of the sections required by the mobile authorization, the mobile authorization terminal point is arranged at the terminal of the N idle sections in front of the train; if the number of the idle sections in front of the train is less than N, judging according to the train type of the occupied sections, if the occupied section type is CBTC train occupation, setting the mobile authorization terminal point at the safe tail position of the front train, and if the occupied section type is non-CBTC train occupation, setting the mobile authorization terminal point at the starting end position of the line section occupied by the front train;

and if the train type of the proximity annunciator is known to be a non-CBTC train from the ZC received information, processing the open state and the display state of the annunciator by the TCC and the CBI according to the existing fixed block mode, and transmitting the state information of the annunciator and the front track section thereof to vehicle-mounted equipment of the proximity annunciator through a CTCS-2 ground train transmission channel.

Preferably, for the CBTC train tracking condition, both CBTC trains realize train autonomous positioning and report real-time position and running state information to the ZC through wireless communication, the ZC forwards the CBTC train information to the TCC and the CBI, the TCC and the CBI control the opening state and display of the annunciator and return the result to the ZC according to the belonged mobile blocking processing logic, the ZC calculates mobile authorization for the CBTC train according to the state of the annunciator and the state information of the zone used by the CBTC train, and the rear train mobile authorization terminal is controlled at the rear position of the front CBTC train safety train to realize mobile blocking train tracking.

Preferably, for the case that the CBTC train tracks the CTCS-2 train, the CBTC train realizes autonomous positioning and reports its real-time position and running state information to the ZC through wireless communication, the ZC forwards the information of the CBTC train approaching signal machine to the TCC and the CBI, the TCC and the CBI open a signal for the CBTC train according to a mobile block processing logic and feed back the signal to the ZC, the ZC obtains the CTCS-2 train position information through the track section occupation information forwarded by the TCC or the CBI, and the ZC sets the mobile authorization destination of the CBTC train at the start position of the track section occupied by the preceding CTCS-2 train.

The technical scheme provided by the embodiment of the invention can realize collinear operation of the CTCS-2 train and the CBTC train on the CTCS-2 line, not only ensures that the vehicle-mounted equipment of the CTCS-2 train and the operation mode thereof are kept unchanged, but also can realize movement blocking operation of the CBTC train, thereby fully utilizing the abundant transport capacity of the CTCS-2 line and achieving the purpose of increasing high-density and public transportation operation of urban trains on intercity railway lines (CTCS-2 lines, on which the CTCS-2 intercity trains are operated). Moreover, compatible vehicle-mounted equipment (called CBTC train) is installed on the train in the urban area, so that the condition that the fault of the CBTC equipment has no influence on the CTCS-2 train can be ensured, and the availability of the system is improved.

Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.

Fig. 1 is an architecture diagram of a train operation control system compatible with a CTCS-2 and a CBTC according to an embodiment of the present invention;

fig. 2 is a schematic diagram of interaction information between systems according to an embodiment of the present invention.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.

As used herein, the singular forms "a", "an", "the" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. It will be understood that when an element is referred to as being "connected" or "coupled" to another element, it can be directly connected or coupled to the other element or intervening elements may also be present. Further, "connected" or "coupled" as used herein may include wirelessly connected or coupled. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.

It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the prior art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

For the convenience of understanding the embodiments of the present invention, the following description will be further explained by taking several specific embodiments as examples in conjunction with the drawings, and the embodiments are not to be construed as limiting the embodiments of the present invention.

The invention provides a technical scheme based on a CTCS-2 superposed CBTC system for meeting the requirement of increasing urban trains with high density and public transportation on intercity railway lines, which realizes the collinear mixed transportation of the CTCS-2 trains and the CBTC trains, can realize the high-density tracking operation of the CBTC trains in a moving block mode on the premise of not influencing the normal operation of the existing CTCS-2 trains, can meet the requirement of fully utilizing the abundant transport capacity of the intercity railway lines to set up the urban trains for improving the service quality, and can also lay the technical foundation of 'four-network fusion' of rail transit without realizing.

The invention provides a technical scheme based on a CTCS-2 superposed CBTC system for meeting the requirement of increasing urban trains with high density and public transportation on intercity railway lines, which realizes the collinear mixed transportation of the CTCS-2 trains and the CBTC trains, can realize the high-density tracking operation of the CBTC trains in a moving block mode on the premise of not influencing the normal operation of the existing CTCS-2 trains, can meet the requirement of fully utilizing the abundant transport capacity of the intercity railway lines to set up the urban trains for improving the service quality, and can also lay the technical foundation of 'four-network fusion' of rail transit without realizing. The high-availability solution that CBTC and CTCS-2 trains are mixed on the CTCS-2 line in the whole line (covering the section and the station area) can be realized.

The invention provides a technical scheme based on a CTCS-2 superposed CBTC system aiming at increasing the demand of a CBTC urban train on the basis of an urban railway CTCS-2 system, which can realize collinear operation of the CTCS-2 and CBTC trains on a CTCS-2 line and moving block high-density tracking operation of the CBTC by adding partial CBTC ground equipment on the ground on the premise of not changing the equipment, operation modes and performances of the existing urban train (provided with CTCS-2 vehicle-mounted equipment), locally transforming partial CTCS-2 equipment system processing flows and installing compatible CTCS-2 and CBTC vehicle-mounted equipment on the urban train, and can ensure that the CBTC vehicle-mounted equipment can be degraded into CTCS-2 system operation when the CBTC vehicle-mounted equipment or the ground equipment is in fault, thereby not influencing the operation of the existing CTCS-2 train, improving the availability of the system and providing guarantee for the implementation of the system scheme.

The overall architecture of the train operation control system compatible with the CTCS-2 and the CBTC provided by the embodiment of the invention is shown in figure 1, and mainly comprises CTCS-2 vehicle-mounted equipment, vehicle-mounted equipment compatible with the CTCS-2 and the CBTC and ground equipment based on the CTCS-2 superposed CBTC. The CTCS-2 vehicle-mounted equipment is installed on a CTCS-2 train, and the vehicle-mounted equipment compatible with CTCS-2 and CBTC (compatible vehicle-mounted system for short) is installed on the CBTC train.

The existing CTCS-2 system equipment mainly comprises CTCS-2 vehicle-mounted equipment installed on a train and CTCS-2 ground equipment installed on the ground (including a control center, a station and a trackside). The CTCS-2 vehicle-mounted equipment is composed of an ATP (automatic train protection) safety computer, a speed and distance measuring unit, a transponder receiving module, a track circuit receiving module, a data recording unit, a train interface unit, a man-machine interface and the like, is connected with a train through the train interface unit, is interacted with a driver through the man-machine interface, and realizes ground-vehicle information transmission through an air gap, as shown in the upper left part of figure 1. The CTCS-2 ground device is composed of a Central Traffic Control (CTC) system, a Computer Based Interlocking (CBI), a Train Control Center (TCC), a track circuit, a Line side Electronic Unit (LEU), an active transponder, a passive transponder, a signal machine, a switch, a barrier gate/safety gate, and other devices. The above-mentioned device is a typical device in CTCS-2 system (including CTCS-2+ ATO system), and thus the function and principle thereof will not be described herein again.

In order to realize the mixed transportation of the CTCS-2 and the CBTC trains on the CTCS-2 line, the scheme of the CTCS-2 superposition-based CBTC system provided by the invention mainly comprises the following improvements:

1) On the basis of CTCS-2 ground equipment, ground equipment of partial CBTC is added, which comprises a Zone Controller (ZC) and a Data Communication System (DCS) and is connected with a related System interface;

2) Modifying part of the processing logic of the existing CTCS-2 ground equipment, including TCC and CBI;

3) And the newly-added vehicle-mounted equipment compatible with the CTCS-2 and the CBTC is installed on the newly-added urban train and is interfaced with a related system through an air gap.

The functions and design schemes of other CTCS-2 ground equipment and vehicle-mounted equipment are consistent with those of the existing CTCS-2 system, and therefore, the detailed description is omitted. The device added and modified on the basis of CTCS-2 and the implementation principle thereof are explained in detail below, and the feasibility of the scheme is illustrated by the specific description of the modification mode. For convenience of explanation, an intercity train mounted with a CTCS-2 on-board device will hereinafter be referred to as a "CTCS-2 train", and an urban train mounted with a compatible on-board device will hereinafter be referred to as a "CBTC train".

1) The ZC is mainly used for managing the CBTC train, calculating and providing mobile authorization for the CBTC train, and is a basis for realizing mobile block high-density safe operation of the CBTC train. The ZC is connected with the DCS through the Ethernet, realizes wireless communication with the CBTC train by means of the DCS, and realizes bidirectional large-capacity transmission of train-ground information. The CBTC train reports information such as a real-time position and an operation state of the CBTC train to the ZC, and the ZC sends Movement Authorization (MA) information for guiding the operation of the CBTC train to the CBTC train. In addition, the ZC interfaces with the TCC, the CBI, and the CTC, respectively, through the ethernet, and through these interfaces, the ZC receives occupancy/clearance information of a block track line and open state information of a block signal from the TCC and transmits train type information ("CBTC train" or "non-CBTC train" including a case where "CTCs-2 train" and "CBTC train" are in degraded operation) close to the block signal to the TCC; the ZC receives information of occupation/clearing information, route arrangement, signal opening and the like of a station track section from the CBI and provides train type information close to a station signal machine to the CBI; and the ZC reports the detailed running state information of the CBTC train to the CTC, receives a scheduling command of the CTC to the train and then sends the command to the CBTC train.

2) The traditional DCS system includes two parts, a wired network transmission system and a wireless network transmission system. The wired network transmission system part in the invention is consistent with the existing CTCS-2 system, so only a wireless network transmission system part needs to be newly added, and the wireless network transmission system part provides a bidirectional wireless transmission channel for a CBTC train. According to the latest development of wireless communication systems, a specific communication mode can be any one of modes based on a Wireless Local Area Network (WLAN), an LTE-R4G network or a 5G network, wherein the WLAN and the LTE-R are relatively mature in application in rail transit, and the application of the 5G network in rail transit is still in a test stage, but the selection of the specific communication mode does not influence the right of the invention and the feasibility of the technical scheme.

3) In order to realize mixed operation of a CTCS-2 train and a CBTC train on a CTCS-2 line and track operation according to a fixed block mode and a mobile block mode, a ground control system is required to control the action of trackside infrastructure (such as turnouts, signal machines and the like) respectively and feed back the state of the corresponding trackside infrastructure according to the operation requirements of the trains of two systems. In the CTCS-2 system, the trackside infrastructure of the inter-zone line section is responsible for controlling and collecting the state by TCC, and the trackside infrastructure within the station is responsible for controlling and collecting the state by CBI, so that improvement in processing logic of both TCC and CBI is required. Because the CTCS-2 train operates in a fixed block mode, the logic processing principles of TCC and CBI in the existing CTCS-2 system are as follows: when any section in the range of the line section protected by the signal machine is in an occupied state, the protection signal machine is closed, so that the physical space separation of the tracked train is realized, but the train cannot realize moving block tracking by the processing principle. Therefore, in order to not affect the fixed block tracking mode of the CTCS-2 train and realize the moving block tracking operation of the CBTC train, the processing logic of the TCC and the CBI is modified as follows:

a) The TCC and the CBI are respectively added with interfaces with a ZC system, the TCC and the CBI are respectively in information interaction with the ZC system through Ethernet, the TCC and the CBI are respectively used for sending an occupied state and a signal open state of a line section in a jurisdiction range to the ZC, and the ZC is used for respectively sending train type information close to each annunciator to the TCC and the CBI;

b) The TCC and CBI process the annunciators in the respective jurisdiction range according to the following principle:

i. if the train type approaching the annunciator is known to be 'CBTC train' from the ZC received information, processing the occupation state of the protection section of the annunciator according to the principle of mobile block, namely opening the protection signal as long as the state of the first section behind the annunciator is idle (note: one annunciator protects a plurality of sections, TCC and CBI only need to check the idle state of the first section behind the annunciator and do not need to check other sections during mobile block), and displaying the corresponding annunciator by turning off the light to distinguish the signal opening state during mobile block signal opening and fixed block signal opening state; meanwhile, the TCC and the CBI respectively send information about whether signals are open or not in the jurisdiction range of each ZC and occupied state information of each zone to the ZC, and the ZC generates moving authorization for the train according to the open state of the signals and the occupied state information of the zones in the signal protection range. The principle that ZC calculates the mobile authorization for the train is as follows: firstly, matching position information and zone occupation information of each train, and determining whether the occupation type of each zone is occupied by a CBTC train or a non-CBTC train; and further comprehensively judging the states of the train and the sections in front of the train, and if the section in front of the train is idle, taking the train as the movement authorization of the train, wherein the movement authorization terminal is determined according to the following principle: if the front section idle number exceeds the maximum section number (assumed to be represented by N and constant) required by the mobile authorization, the mobile authorization terminal is arranged at the terminal of N idle sections in front of the train; if the number of the idle sections in front of the train is less than N (namely, the sections are occupied by the train in the maximum movement authorization range), judging according to the train type of the occupied sections, if the occupied section type is CBTC train occupation, setting the movement authorization terminal point at the safe tail end position of the train in front, and if the occupied section type is non-CBTC train occupation, setting the movement authorization terminal point at the starting end position of the line section occupied by the train in front. The vehicle-mounted ATP calculates a protection speed curve according to the mobile authorization received from the ZC and protects the safe Operation of the Train, the calculation result of the protection speed curve is displayed through the vehicle-mounted MMI, and a driver or an Automatic Train Operation (ATO) system drives the Train to operate according to the Train protection speed curve obtained by the mobile authorization. Through the mode, the mobile blocking tracking operation of the CBTC train can be realized by modifying the TCC and the CBI, and the safety function which is traditionally taken charge of by the TCC or the CBI is only partially transferred to the ZC, so that the driving safety can still be ensured. The process relates to the cooperative processing of all relevant systems, a schematic diagram of information interaction among all systems is given in fig. 2 to help visually display the system principle, information interaction is actually realized among all systems according to a periodic communication mode, and the system processing principle is as described above.

if it is known from the ZC reception information that the train type of the approaching traffic signal is "non-CBTC train" (i.e., not CBTC train, including the case of degraded operation of CTCS-2 train or CBTC train, etc.), both TCC and CBI handle the open state and the display state of the traffic signal in the existing fixed block manner, that is: if any section in the signal protection range is occupied, the signal is in a forbidden state (meaning that the train is not allowed to pass through the signal), and meanwhile, the lighting display of the signal is kept, so that the train is indicated to stop before the signal. At the same time, through CTCS-

And 2, the ground vehicle transmission channel is used for transmitting the state information of the signal machine and the front track section thereof to the vehicle-mounted equipment close to the signal machine.

c) In order to improve the high availability of the newly added CBTC train and reduce the influence of the fault on the CTCS-2 train, the newly added train is provided with compatible vehicle-mounted equipment. The compatible vehicle-mounted equipment is a novel vehicle-mounted train control equipment, is different from the traditional CBTC vehicle-mounted equipment, takes a CBTC mode as a main mode, and takes a CTCS-2 mode as a standby mode, so that the vehicle-mounted equipment can move to block high-density operation according to the CBTC mode under the normal condition, can automatically degrade to the CTCS-2 mode under the condition of CBTC mode faults (including vehicle-ground wireless communication faults or ground ZC system faults and the like), and operates under the control of the CTCS-2 ground equipment, and thus the overall availability of the system can be greatly improved. In order to realize the compatibility of the CTCS-2 and CBTC systems, the compatible vehicle-mounted system is provided with all vehicle-ground communication interface modes of the CTCS-2 and CBTC systems, including a wireless communication module, a track circuit receiving module, a transponder receiving module and the like, and can simultaneously receive information from wireless communication, a track circuit and a transponder, as shown in the upper right part of FIG. 1. The compatible type vehicle-mounted system autonomously switches the operation mode of the compatible type vehicle-mounted system according to the type of the received information, and operates according to a CBTC (communication based train control) mode when mobile authorization information from a ZC (Zadoff-Chu) can be obtained through wireless communication; and when the CBTC vehicle-ground communication fault is judged when the wireless communication information cannot be obtained for a long time, the CBTC vehicle-ground communication fault is automatically switched to a degradation mode, and the CBTC vehicle-ground communication fault operates according to the CTCS-2 mode according to the information received from the transponder and the track circuit. Meanwhile, the compatible vehicle-mounted equipment is provided with an ATO module, so that automatic driving operation of the train can be realized. The train interface unit and the speed and distance measuring unit which are configured on the compatible vehicle-mounted equipment can be kept consistent with the traditional CBTC system, and the human-computer interface can be designed in a compatible manner according to requirements of two different operation modes of the CBTC and the CTCS-2, so that a human-computer interface mode is provided for driver information acquisition and operation in the two modes.

By the above mode, collinear operation of the CTCS-2 train and the CBTC train on the CTCS-2 line can be realized, vehicle-mounted equipment of the CTCS-2 train and the operation mode thereof are kept unchanged, the CBTC train can realize moving block high-density operation, the normal operation of the CTCS-2 train is not influenced by the fault of the CBTC system equipment, and the high availability of the system is ensured.

In the specific implementation process of the method provided by the embodiment of the invention, compatible vehicle-mounted equipment needs to be developed and installed on a newly added train, so that the newly added train is compatible with two systems of CBTC and CTCS-2;

installing newly-added modules such as ZC, DCS and the like which are needed by the operation of the CBTC train on the CTCS-2 ground to provide conditions for the operation of the CBTC train;

the software processing logic of TCC and CBI is modified according to the invention, so that the system can simultaneously support CBTC train moving block operation and CTCS-2 fixed block operation.

And testing the modified TCC and CBI software, and putting into application the ZC, DCS and other equipment and the newly-added compatible vehicle-mounted equipment, so that the newly-added train can run according to the CBTC main-use mode and the CTCS-2 standby mode, and the existing CTCS-2 train running mode is not influenced.

In the collinear operation process of the trains with two systems, the situation that the trains with different systems track and operate with each other is inevitable, and different tracking principles are explained below to prove the feasibility of the scheme of the invention.

For the situation that CBTC trains track the CBTC trains, the two CBTC trains can realize train autonomous positioning, and report real-time position and running state information of the CBTC trains to the ZC through wireless communication, the ZC forwards the CBTC train information to the TCC and the CBI, the TCC and the CBI control the opening state and display of a signaler and return the result to the ZC according to the moving block processing logic of the invention, the ZC calculates moving authorization for the CBTC trains according to the states of the signalers and the state information of the sections used by the CBTC trains, and a rear train moving authorization terminal can be controlled at the tail position of a front CBTC train, so that the moving block train tracking is realized (compared with a CTCS-2 system, the train tracking interval can be greatly shortened).

For the case that the CBTC train tracks the CTCS-2 train, the CBTC train can realize autonomous positioning and report the real-time position and running state information thereof to the ZC through wireless communication, but the CTCS-2 train does not report the position and state information thereof to the ZC, so that the judgment of the CTCS-2 train position information by the ZC can only be obtained through track section occupation information forwarded by the TCC or the CBI. In this way, the ZC may forward the information of the CBTC train approach semaphore to the TCC and the CBI, the TCC and the CBI may open a signal for the CBTC train and feed back to the ZC according to the mobile block processing logic, but the ZC sets the mobile authorization destination of the CBTC train at the start position of the track section occupied by the preceding CTCS-2 train (the train tracking interval may be shortened by a certain amount with respect to the CTCS-2 system).

For the case where a CTCS-2 train tracks a CTCS-2 train: because the CTCS-2 train is not communicated with the ZC, the ZC has no influence on the operation of the CTCS-2 train, the TCC and the CBI still collect the information of the occupied section of the train and the open state of a control signal machine according to the existing mode of the CTCS-2, and send the signal open state and the line data information to the CTCS-2 vehicle-mounted equipment through the existing mode of a transponder and a track circuit, so as to prevent the CTCS-2 train from tracking the operation according to a fixed blocking mode. When any section in the line range of the signal machine protection is in an occupied state, the signal cannot be opened, and the moving authorization terminal of the subsequent CTCS-2 train can only track the protection signal machine corresponding to the section occupied by the front train (the processing mode is consistent with that of the existing CTCS-2 system).

For the case where a CTCS-2 train tracks CBTC trains: although the CBTC train can report the real-time position and the running state information of the CBTC train to the ZC, the control mode of the TCC and the CBI on a subsequent CTCS-2 train cannot be influenced, meanwhile, because the ZC cannot control the CTCS-2 train, the scene is almost the same as the scene of the CTCS-2 train tracking the CTCS-2 train, and the moving authorization terminal point of the subsequent CTCS-2 train can only track the protection signal machine corresponding to the section occupied by the front train (the processing mode is consistent with that of the existing CTCS-2 system).

The invention can realize the collinear operation of the CTCS-2 train and the CBTC train on the CTCS-2 line, not only ensures that the vehicle-mounted equipment of the CTCS-2 train and the operation mode thereof are kept unchanged, but also can realize the movement blocking operation of the CBTC train, thereby fully utilizing the abundant capacity of the CTCS-2 line and achieving the purpose of increasing high-density and public transportation operation urban trains on intercity railway lines. Moreover, compatible vehicle-mounted equipment is installed on the urban train, so that the CBTC equipment fault can be ensured to have no influence on the CTCS-2 train, and the availability of the system is improved.

In summary, the embodiment of the invention provides a brand-new train control system architecture and design principle compatible with the CTCS-2 and the CBTC, and can provide support for the collinear and cross-line running requirements of CTCS-2 and CBTC trains through various flexible configuration modes, thereby laying a solid foundation for realizing four-network integration of rail transit.

The embodiment of the invention discloses a specific transformation scheme based on a CTCS-2 superposed CBTC system, which can realize collinear operation of a CTCS-2 train and a CBTC train on a CTCS-2 line by a low-cost transformation mode, wherein the CTCS-2 train-mounted equipment and the operation mode thereof are kept unchanged, the CBTC train can realize moving block high-density operation, and the system scheme can support the continuous operation of the train at stations and intervals and has better adaptability and practicability.

The embodiment of the invention provides a design mode of compatible vehicle-mounted equipment, which takes CBTC as a main mode and CTCS-2 as a standby mode, can automatically upgrade to the CBTC mode to realize high-density operation when the operation condition of the CBTC is met, automatically downgrades to the CTCS-2 mode when a relevant module of the CBTC fails, keeps the safe and efficient operation of the vehicle, and does not influence the normal operation of other trains on a line.

Those of ordinary skill in the art will understand that: the figures are merely schematic representations of one embodiment, and the blocks or flow diagrams in the figures are not necessarily required to practice the present invention.

From the above description of the embodiments, it is clear to those skilled in the art that the present invention can be implemented by software plus necessary general hardware platform. Based on such understanding, the technical solutions of the present invention may be embodied in the form of a software product, which may be stored in a 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 method according to the embodiments or some parts of the embodiments.

The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, for apparatus or system embodiments, since they are substantially similar to method embodiments, they are described in relative terms, as long as they are described in partial descriptions of method embodiments. The above-described embodiments of the apparatus and system are merely illustrative, and the units described as separate parts may or may not be physically separate, and the 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.

The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

1. A train operation control system compatible with CTCS-2 and CBTC, comprising: the system comprises CTCS-2 vehicle-mounted equipment, vehicle-mounted equipment compatible with CTCS-2 and CBTC and ground equipment based on CTCS-2 superposition CBTC, wherein the CTCS-2 vehicle-mounted equipment is installed on a CTCS-2 train, and the vehicle-mounted equipment compatible with CTCS-2 and CBTC is installed on the CBTC train;

the ground equipment based on the CTCS-2 superposed CBTC comprises a zone controller ZC and a data communication system DCS, wherein the ZC realizes wireless communication with a CBTC train through the DCS, the CBTC train reports the real-time position and running state information of the CBTC train to the ZC, and the ZC sends mobile authorization MA information for guiding the CBTC train to run;

the ground equipment based on the CTCS-2 superposed CBTC comprises CTCS-2 ground equipment, wherein interfaces with a ZC are respectively added in a train control center TCC, a computer interlocking CBI and a scheduling centralized system CTC in the CTCS-2 ground equipment, and the ZC is respectively communicated with the TCC, the CBI and the CTC through an Ethernet;

the ZC receives occupation/clearance information of a section track line and open state information of a section signal machine from the TCC through the Ethernet and sends train type information close to the section signal machine to the TCC; the ZC receives occupation/clearance information, route arrangement and signal opening information of a station track section from the CBI through the Ethernet and provides train type information close to a station signal machine to the CBI; the ZC reports detailed running state information of the CBTC train to the CTC through the Ethernet, receives a scheduling command of the CTC to the train and then sends the command to the CBTC train;

the TCC and CBI process the annunciators in the respective jurisdiction range according to the following principle:

the principle that ZC calculates the moving authorization for the train is as follows: firstly, matching position information and zone occupation information of each train, and determining whether the occupation type of each zone is occupied by a CBTC train or a non-CBTC train; further, the state of the train and each section ahead of the train is comprehensively judged, if the section ahead of the train is idle, the section ahead of the train is taken as the movement authorization of the train, and the movement authorization terminal is determined according to the following principle: if the number of the front section idle sections exceeds the maximum number N of the sections required by the mobile authorization, the mobile authorization terminal is arranged at the terminal of the N idle sections in front of the train; if the number of the idle sections in front of the train is less than N, judging according to the train type of the occupied sections, if the occupied section type is CBTC train occupation, setting the mobile authorization terminal point at the safe tail position of the front train, and if the occupied section type is non-CBTC train occupation, setting the mobile authorization terminal point at the starting end position of the line section occupied by the front train;

and if the train type of the proximity annunciator is known to be a non-CBTC train from the ZC receiving information, the TCC and the CBI process the open state and the display state of the annunciator according to the existing fixed blocking mode, and send the state information of the annunciator and the front track section thereof to the vehicle-mounted equipment of the proximity annunciator through the CTCS-2 ground train transmission channel.

2. The system according to claim 1, wherein the CBTC train uses CBTC mode as active mode and CTCS-2 as standby mode, the vehicle-mounted device compatible with CTCS-2 and CBTC is configured with all vehicle-ground communication interface modes of CTCS-2 and CBTC systems, and is capable of receiving information from wireless communication, track circuit and transponder at the same time, and operates in CBTC mode when the compatible vehicle-mounted system is capable of obtaining the movement authorization information from ZC through wireless communication; and when the compatible vehicle-mounted system cannot obtain the wireless communication information, the CBTC vehicle-ground communication is judged to be in fault, and the system operates according to the CTCS-2 mode.

3. The system of claim 2, wherein the vehicle-mounted device compatible with the CTCS-2 and CBTC further comprises an ATO module to realize automatic driving operation of a train, a train interface unit and a speed and distance measuring unit configured in the vehicle-mounted device compatible with the CTCS-2 and CBTC are consistent with a conventional CBTC system, and a human-computer interface is designed for compatibility according to requirements of the CBTC and the CTCS-2 in two different operation modes.

4. The system as claimed in claim 1, wherein for CBTC trains to track CBTC trains, both CBTC trains realize train autonomous positioning and report their real-time position and running state information to ZC through wireless communication, ZC forwards CBTC train information to TCC and CBI, TCC and CBI control semaphore open state and display according to their mobile block processing logic and return the result to ZC, ZC calculates mobile authorization for CBTC trains according to semaphore state and state information of sectors used by CBTC trains, and post-train mobile authorization terminal controls at the safe rear position of the preceding CBTC train to realize mobile block train tracking.

5. The system as claimed in claim 1, wherein for the case that the CBTC train tracks the CTCS-2 train, the CBTC train realizes autonomous location and reports its real-time position and operation state information to the ZC through wireless communication, the ZC forwards the information of the CBTC train approaching signal machine to the TCC and the CBI, the TCC and the CBI open signals for the CBTC train according to the moving block processing logic and feed back to the ZC, the ZC obtains the CTCS-2 train position information through the track section occupation information forwarded by the TCC or the CBI, and the ZC sets the moving authorization destination of the CBTC train at the start position of the track section occupied by the preceding CTCS-2 train.