CN113022659A - Train control system and control method suitable for air rail freight system - Google Patents
Train control system and control method suitable for air rail freight system Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
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Abstract
The invention relates to a train control system and a train control method suitable for an air rail freight system, wherein the system comprises vehicle-mounted equipment and ground equipment, the ground equipment comprises a dynamic operation and energy decision subsystem DCD, a resource management unit RMU and an object controller OC, and the vehicle-mounted equipment, the dynamic operation and energy decision subsystem DCD, the resource management unit RMU and the object controller OC are connected through a wireless communication network. Compared with the prior art, the invention has the advantages of realizing high efficiency, no humanization, simplification of trackside equipment, centralization of indoor equipment and the like of system operation.
Description
Technical Field
The invention relates to a train signal control system, in particular to a train control system and a train control method suitable for an air rail freight system.
Background
The air rail is a suspension type rail transportation system, the rail is above the train, generally be the single rail, support the rail in the air by steel or cement stand, air rail system construction cost is low, the engineering construction is fast and area is less, compare traditional freight transportation mode, air rail freight transportation system has good development prospect and market potential, but because air rail freight transportation system adopts air rail, the vehicle is the suspension type structure, the intellectuality of vehicle, the automation program also faces very big challenge.
Through retrieving Chinese patent publication No. CN109353360A, a power vehicle body of an empty rail truck is disclosed, comprising: left side wall, right side wall, can dismantle the top cap, pull suspension assembly, automobile body tip subassembly, electric room next door and power room next door, automobile body tip subassembly sets up at the both ends of parallel spaced left side wall and right side wall and forms automobile body frame, and two pull suspension assembly set up between left side wall and right side wall according to the high requirement of pulling and suspended structure, and connect respectively in automobile body tip subassembly. However, the prior art does not have a related intelligent control technology, so how to realize high efficiency, unmanned operation, simplified trackside equipment and centralized indoor equipment of the air rail freight system becomes a technical problem to be solved.
Disclosure of Invention
The present invention is directed to overcome the above-mentioned drawbacks of the prior art, and to provide a train control system and a train control method suitable for an air rail freight transportation system.
The purpose of the invention can be realized by the following technical scheme:
according to one aspect of the invention, a train control system suitable for an air rail freight system is provided, and the system comprises a vehicle-mounted device and a ground device, wherein the ground device comprises a dynamic operation energy decision subsystem DCD, a resource management unit RMU and an object controller OC, and the vehicle-mounted device, the dynamic operation energy decision subsystem DCD, the resource management unit RMU and the object controller OC are connected with each other through a wireless communication network.
As a preferred technical solution, the vehicle-mounted device includes a vehicle-mounted host, and a vehicle-mounted device external interface and a vehicle-mounted peripheral device respectively connected to the vehicle-mounted host;
the vehicle-mounted host calculates a target distance continuous speed control mode curve in real time according to vehicle data, driving permission and line data and automatically protects the vehicle from overspeed according to the curve, so that the functions of speed measurement, positioning, vehicle-vehicle communication, autonomous access triggering, unmanned driving, accurate parking, manual remote control and active anti-collision are realized.
As a preferred technical scheme, the vehicle-mounted host comprises an ATP master control unit, an ATO master control unit, an electronic tag reading unit, a vehicle interface unit, a speed and distance measuring unit and a wireless transmission unit;
the external interface of the vehicle-mounted equipment comprises a train interface and a power supply interface;
the vehicle-mounted peripheral equipment comprises a speed or acceleration sensor, an LTE antenna, an electronic tag card reader and a laser radar.
As a preferred technical solution, after being powered on, the vehicle-mounted device establishes two-way communication with the resource management unit RMU through a wireless network, and acquires a line electronic map, front vehicle information, and line data information from the resource management unit RMU.
As a preferable technical scheme, the vehicle-mounted device integrates a speed sensor or an acceleration sensor, and combines an electronic map, a virtual transponder and an electronic tag to realize the autonomous positioning function of the vehicle, and reports the position of the vehicle to the resource management unit RMU in real time through wireless communication.
As a preferable technical scheme, after the vehicle-mounted equipment acquires the information of the front vehicle from the resource management unit RMU, the vehicle-mounted equipment actively establishes wireless communication with the front vehicle, and controls the safe operation of the vehicle in real time according to the line speed limit, the vehicle braking performance and the information of the position of the front vehicle.
As a preferred technical scheme, the vehicle-mounted device completes autonomous route identification according to ground turnout state information provided by the resource management unit RMU, and autonomously completes route application and route release according to a current operation plan provided by the resource management unit RMU;
and when the wireless communication function of the vehicle-mounted equipment fails, finishing the operation protection of the vehicle according to the front obstacle information returned by the active anti-collision device.
As a preferred technical scheme, the vehicle-mounted equipment has 3 working modes, namely a partial monitoring mode PS, a complete monitoring mode FS and an isolation mode IS;
when the vehicle-mounted equipment is powered on, the vehicle-mounted equipment is automatically in a partial monitoring mode PS after the self-checking and the external equipment testing are correctly executed, and the vehicle operation is monitored by the vehicle-mounted equipment according to a fixed speed under the partial monitoring mode PS; in the partial monitoring mode PS, the vehicle-mounted equipment is responsible for monitoring the highest running speed of the vehicle, and an operator is responsible for monitoring the running of the vehicle and carrying out corresponding processing according to actual conditions so as to ensure that the vehicle does not enter a dangerous area;
when the running direction of the vehicle is known, the line data is effective and the effective turnout information sent by the resource management unit RMU is received, the vehicle-mounted equipment automatically rotates to a full monitoring mode FS;
if the vehicle-mounted equipment does not enter the full monitoring mode FS after running for a certain distance in the accumulated running mode of the partial monitoring mode PS, the vehicle-mounted equipment outputs braking to stop;
if the vehicle-mounted equipment fails, the vehicle-mounted equipment outputs a bypass through the auxiliary equipment, the vehicle-mounted equipment IS switched to the isolation mode IS, and traction and braking commands are not output to the vehicle any more.
As a preferred technical scheme, the dynamic performance decision subsystem DCD commands and manages vehicle operations in the jurisdiction area, and realizes centralized control through the resource management unit RMU for realizing performance adjustment;
the dynamic operation energy decision subsystem DCD has the functions of traffic scheduling command, signal centralized control, automatic road arrangement according to a graph and path planning, and is used for meeting the high-efficiency operation requirement of vehicles.
As a preferred technical scheme, the dynamic performance decision-making subsystem DCD monitors the operation states of the yard equipment and the vehicles in real time, realizes transparent display of line sections, and realizes accurate tracking of vehicle positions according to train positioning information.
As a preferred technical scheme, the dynamic operation and energy decision subsystem DCD pre-compiles a plan and issues the plan to the vehicle, tracks the vehicle operation position and the arrival time in the vehicle operation process, and automatically depicts the actual vehicle operation diagram; the vehicle dynamic interval configuration scheme can be received in real time, vehicle operation related information fed back by other systems is comprehensively considered, a reasonable vehicle operation plan is dynamically adjusted and compiled during operation, and the operation plan is issued to the vehicle-mounted equipment.
As a preferred technical solution, the dynamic performance decision subsystem DCD calculates an optimal path for the vehicle according to the current task information, the vehicle information, the route information, and the switch information, and forms an operation plan, and issues the operation plan to the vehicle-mounted device to control the vehicle to run according to the plan through the resource management unit RMU.
As a preferred technical scheme, the resource management unit RMU allocates the use of trackside resources according to the vehicle requirements, drives trackside resource actions, monitors trackside resource states and takes safety measures in time to ensure driving safety.
As a preferable technical solution, the resource management unit RMU transmits the electronic map to the vehicle-mounted device, and the resource management unit RMU realizes functions of forwarding an operation plan, vehicle position management, map verification and downloading, line resource management, temporary speed limit management, maintenance diagnosis, and wireless communication.
As a preferred technical solution, the resource management unit RMU positions the vehicle in the relevant track section and protects the section according to the vehicle normal position report; when the vehicle cannot complete positioning or vehicle-ground communication is interrupted, the resource management unit RMU judges the current position of the vehicle according to the position of the train before communication interruption, blocks a possible area of the vehicle and performs safety protection;
as a preferred technical scheme, the resource management unit RMU judges the legitimacy and rationality of the application according to the resource application information of the vehicle, and allocates the relevant resources to the vehicle-mounted device after the judgment is passed; after the vehicle device obtains the right to use the resource, the vehicle device may travel through the resource.
As a preferred technical solution, the resource management unit RMU and the vehicle-mounted device complete the verification of the electronic map, and when finding that the electronic map stored in the vehicle-mounted device is incorrect, send a new electronic map to the vehicle-mounted device in time.
As a preferred technical solution, the object controller OC and the resource management unit RMU are in bidirectional wireless communication, and the object controller OC is responsible for executing a switch action command sent by the resource management unit RMU and feeding back a switch state to the resource management unit RMU.
As a preferred technical scheme, the dynamic capacity decision subsystem DCD comprises a dispatching desk and a central core computer room, wherein the dispatching desk displays a vehicle operation diagram, a battlefield diagram and vehicle related information and provides a man-machine interaction interface for inputting dispatching commands and speed limit commands for workers; the central core computer room comprises a database, an application server, a communication server and an interface server, wherein the interface server is responsible for finishing communication with the resource management unit RMU.
According to another aspect of the present invention, there is provided a control method for the train control system adapted for the air rail freight transportation system, including the steps of:
step 1: the vehicle-mounted equipment receives the awakening command, automatically powers on the vehicle-mounted equipment, then executes a vehicle self-checking function, enters a partial monitoring mode PS after self-checking is passed, and the equipment is put into operation;
step 2: after the vehicle is started, receiving an operation plan sent by a resource management unit RMU, selecting an operation direction by the vehicle-mounted equipment according to a warehouse-out instruction sent by a center, and performing speed-limiting operation in a partial monitoring mode PS according to the plan;
and step 3: after the vehicle passes through the two electronic tags, positioning and direction information is obtained, the vehicle is switched to a complete monitoring mode FS to run, driving permission is calculated according to line data, vehicle-ground wireless messages and vehicle-vehicle communication results, vehicle protection is executed, and the unmanned driving function is realized;
and 4, step 4: the vehicle runs in an interval, a front turnout passing route is applied to the resource management unit RMU according to the running plan, the vehicle running permission is extended after passing authorization is obtained, route release information is sent to the resource management unit RMU after the vehicle runs through the turnout, and the vehicle is cleared to pass the route;
and 5: when the train runs in an interval, communication is automatically established with a front train according to the position and identity information of the front train sent by the resource management unit RMU, the speed, acceleration and position information of the front train are obtained in real time, and the front train automatically calculates MA according to the trackside information and the information of the front train to realize interval moving block tracking running;
step 6: and after the vehicle enters the garage and stops, the task is ended, and the vehicle is switched into a partial monitoring mode.
Compared with the prior art, the invention has the following advantages:
1) aiming at the application requirements of the air rail container freight transportation system, the invention comprehensively utilizes the technologies of multi-source fusion vehicle autonomous positioning, mobile block, electronic map, IP-based (4G) wireless communication, unmanned driving and the like of the speed transmission and the electronic tag, realizes the high efficiency, unmanned operation, simplification of trackside equipment and centralization of indoor equipment of the system operation, meets the operation requirements of the air rail freight transportation system, can ensure the driving safety of the air rail vehicle and improves the transportation efficiency of the air rail freight transportation system;
2) according to the invention, vehicle tracking operation is realized by vehicle-vehicle communication, so that the vehicle tracking interval can be effectively reduced, and the transportation efficiency is improved;
3) the invention has simple structure, less ground equipment, can reduce the construction difficulty and reduce the maintenance work;
4) the invention has the unmanned function, can ensure the safe and rapid running of the vehicle and reduces the labor cost.
Drawings
FIG. 1 is a schematic diagram of the system of the present invention;
FIG. 2 is a schematic structural diagram of the in-vehicle apparatus of the present invention;
FIG. 3 is a block diagram of a DCD apparatus of the present invention;
FIG. 4 is a flow chart of the operation of the system of the present invention.
Detailed Description
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, not all, embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, shall fall within the scope of protection of the present invention.
As shown in fig. 1, the train control system vehicle-mounted device and the ground device suitable for the air rail freight system provided by the present invention are composed of a dynamic performance decision subsystem DCD, a resource management unit RMU and an object controller OC, and all the subsystems perform bidirectional wireless communication through an all-IP multimode communication network. Wherein each part is as follows:
a first part: the vehicle-mounted equipment mainly comprises an ATP main control unit, an ATO main control unit, an electronic tag reading unit, a vehicle interface unit, a speed and distance measuring unit, a wireless transmission unit, an antenna and the like, calculates a target distance continuous speed control mode curve in real time according to basic data such as vehicle data, driving permission, line data and the like, automatically protects vehicle overspeed according to the curve, and achieves the functions of speed measurement, positioning, vehicle-vehicle communication, autonomous access triggering, unmanned driving, accurate parking, manual remote control, active anti-collision and the like.
A second part: the DCD commands and manages vehicle operation in the administrative area, realizes centralized control through RMU equipment, and is key equipment for realizing operation energy adjustment. The system has the functions of traffic scheduling command, signal centralized control, automatic road arrangement according to a graph, path planning and the like, and can meet the requirement of efficient running of vehicles.
And a third part: the RMU can distribute the use of the trackside resources according to the vehicle requirements, drive trackside resource actions, monitor trackside resource states and take safety measures in time to ensure driving safety. The RMU may transmit the electronic map to the in-vehicle device. The RMU mainly realizes the functions of forwarding operation plans, vehicle position management, map verification and downloading, line resource management, temporary speed limit management, maintenance diagnosis, wireless communication and the like.
The fourth part: the OC is in bidirectional wireless communication with the RMU, and is responsible for executing a turnout action command sent by the RMU and feeding back the turnout state to the RMU.
In the first part, after being powered on, the vehicle-mounted equipment establishes bidirectional communication with the RMU through a wireless network, and acquires information such as a line electronic map, front vehicle information, line data (turnout, temporary speed limit) and the like from the RMU.
In the first part, the vehicle-mounted equipment can integrate various information such as a speed sensor, an acceleration sensor and the like, and realize the autonomous positioning function of the vehicle by combining an electronic map, a virtual transponder and an electronic tag, and report the position of the vehicle to the RMU in real time through wireless communication.
In the first part, the vehicle-mounted equipment actively establishes wireless communication with a front vehicle after acquiring front vehicle information from the RMU, and controls the safe operation of the vehicle in real time according to information such as line speed limit, vehicle braking performance, front vehicle position and the like.
In the first part, the vehicle-mounted equipment can finish autonomous route identification according to ground equipment information such as ground turnout states provided by the RMU, and autonomously finish route application and route release according to a current operation plan provided by the RMU.
In the first part, when the wireless communication function of the vehicle-mounted equipment fails, the vehicle can be operated and protected according to the front obstacle information returned by the active anti-collision device (laser ranging equipment, a high-speed camera and the like).
In the first section, the in-vehicle device has 3 operation modes: a partial monitoring mode (PS), a full monitoring mode (FS), and an isolated mode (IS). When the vehicle-mounted equipment is powered on, the vehicle-mounted equipment is automatically in a partial monitoring mode after the self-checking and the external equipment testing are correctly executed. And in a partial monitoring mode, the vehicle-mounted equipment monitors the running of the vehicle according to a fixed speed. Under the partial monitoring mode, the vehicle-mounted equipment is responsible for monitoring the highest running speed of the vehicle, and an operator is responsible for monitoring the running of the vehicle and carrying out corresponding processing according to actual conditions, so that the vehicle is ensured not to enter a dangerous area. When the running direction of the vehicle is known, the line data is valid, and the valid turnout information sent by the RMU is received, the vehicle-mounted equipment automatically turns to the FS mode.
In the first part, if the vehicle-mounted equipment does not enter the FS mode after running for a certain distance in the PS mode, the vehicle-mounted equipment outputs braking to stop.
In the first part, if the vehicle-mounted equipment fails, the output of the vehicle-mounted equipment can be bypassed through the auxiliary equipment, and the vehicle-mounted equipment is switched into an isolation mode and does not output traction and braking commands to the vehicle any more.
In the second part, the DCD monitors the running states of the station yard equipment and the vehicles in real time, realizes transparent display of line sections, and can realize accurate tracking of the positions of the vehicles according to train positioning information.
In the second part, the DCD can be planned in advance and issued to the vehicle, the running position and the arrival time of the vehicle can be tracked in the running process of the vehicle, and the actual running chart of the vehicle can be automatically drawn; the vehicle dynamic interval configuration scheme can be received in real time, vehicle operation related information fed back by other systems can be comprehensively considered, a reasonable vehicle operation plan is dynamically adjusted and compiled during operation, and the operation plan is issued to the vehicle-mounted equipment.
In the second part, the DCD calculates an optimal path for the vehicle according to the current task information, the vehicle information, the line information and the turnout information, and forms an operation plan which is issued to the vehicle-mounted equipment through the RMU equipment to control the vehicle to drive according to the plan.
In the third section, the RMU device can position and secure the vehicle in the associated track segment based on the vehicle normal position report. When the vehicle cannot complete positioning or the train-ground communication is interrupted, the RMU judges the current position of the vehicle according to the position of the train before the communication is interrupted, blocks the possible areas of the vehicle and performs safety protection.
In the third part, the RMU judges the legality and rationality of the application according to the resource application information of the vehicle, and allocates related resources to the vehicle-mounted equipment after the judgment is passed. After the vehicle device obtains the right to use the resource, the vehicle device may travel through the resource.
In the third part, the RMU and the vehicle-mounted equipment can complete the verification of the electronic map. And when the electronic map stored by the vehicle-mounted equipment is found to be incorrect, sending a new electronic map to the vehicle-mounted equipment in time.
As shown in fig. 2, the in-vehicle apparatus is composed of an in-vehicle host, an in-vehicle peripheral apparatus, and an in-vehicle apparatus external interface. The system comprises a vehicle-mounted host, an electronic tag reading unit, a wireless transmission unit, a train interface unit, an ATP main control unit and an ATO, wherein the vehicle-mounted host is used for calculating the speed and the running distance of a vehicle, the electronic tag reading unit is used for processing electronic tag information on a track acquired by an electronic tag card reader to realize the train positioning function, the wireless transmission unit is used for realizing the wireless information interaction between vehicle-mounted equipment and an RMU and between a front vehicle and a rear vehicle, the train interface unit is used for acquiring relevant data of the vehicle, the ATP main control unit is used for realizing the.
As shown in fig. 3, the DCD device is composed of a dispatching desk and a central core machine room, and the dispatching desk displays a vehicle operation diagram, a battlefield diagram, vehicle-related information, a comprehensive maintenance desk, and the like, and provides a human-machine interaction interface for inputting dispatching commands, speed-limiting commands, and the like for workers. The central core computer room comprises a database, an application server, a communication server and an interface server, wherein the interface server is responsible for completing communication with the RMU.
As shown in fig. 4, the control method of the present invention mainly comprises the following steps:
the method comprises the following steps: and the vehicle-mounted equipment automatically powers on after receiving the awakening command, then executes the vehicle self-checking function, enters a PS (packet switched) mode after the self-checking is passed, and then the equipment is put into operation.
Step two: after the vehicle is started, the vehicle receives an operation plan sent by the RMU, the vehicle-mounted equipment selects an operation direction according to a warehouse-out instruction sent by the center, and the vehicle-mounted equipment operates in a PS mode at a limited speed according to the plan.
Step three: after the vehicle passes through the two electronic tags, positioning and direction information is obtained, the vehicle is switched to an FS mode to operate, driving permission is calculated according to line data, vehicle-ground wireless messages and vehicle-vehicle communication results, vehicle protection is executed, and the unmanned driving function is achieved.
Step four: the vehicles run in the interval, the RMU is applied for the front turnout to pass through the access according to the running plan, and after passing authorization is obtained, the vehicle running permission is extended. And after the vehicle passes through the turnout, route release information is sent to the RMU, and the vehicle is cleared to pass through the route.
Step five: when the train runs in an interval, communication is automatically established with the front train according to the position and the identity information of the front train sent by the RMU, the speed, the acceleration and the position information of the front train are obtained in real time, and the front train automatically calculates MA according to the trackside information and the front train information, so that the interval moving block tracking running is realized.
Step six: and after the vehicle receives the task ending instruction, performing garage returning operation and triggering a garage returning route. And after the vehicle is put in a garage and parked, ending the task, and switching the vehicle into a partial monitoring mode.
While the invention has been described with reference to specific embodiments, the invention is not limited thereto, and various equivalent modifications and substitutions can be easily made by those skilled in the art within the technical scope of the invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (20)
1. The train control system is characterized by comprising vehicle-mounted equipment and ground equipment, wherein the ground equipment comprises a dynamic operation and energy decision subsystem DCD, a resource management unit RMU and an object controller OC, and the vehicle-mounted equipment, the dynamic operation and energy decision subsystem DCD, the resource management unit RMU and the object controller OC are connected through a wireless communication network.
2. The train control system suitable for the air rail freight system according to claim 1, wherein the vehicle-mounted device comprises a vehicle-mounted host computer, and a vehicle-mounted device external interface and a vehicle-mounted peripheral device which are respectively connected with the vehicle-mounted host computer;
the vehicle-mounted host calculates a target distance continuous speed control mode curve in real time according to vehicle data, driving permission and line data and automatically protects the vehicle from overspeed according to the curve, so that the functions of speed measurement, positioning, vehicle-vehicle communication, autonomous access triggering, unmanned driving, accurate parking, manual remote control and active anti-collision are realized.
3. The train control system suitable for the air rail freight system according to claim 2, wherein the on-board host comprises an ATP main control unit, an ATO main control unit, an electronic tag reading unit, a vehicle interface unit, a speed and distance measuring unit and a wireless transmission unit;
the external interface of the vehicle-mounted equipment comprises a train interface and a power supply interface;
the vehicle-mounted peripheral equipment comprises a speed or acceleration sensor, an LTE antenna, an electronic tag card reader and a laser radar.
4. The train control system suitable for the air rail freight system according to claim 2, wherein the vehicle-mounted device establishes bidirectional communication with the resource management unit RMU through a wireless network after being powered on, and acquires the line electronic map, the front vehicle information and the line data information from the resource management unit RMU.
5. The train control system suitable for the air rail freight system as claimed in claim 2, wherein the vehicle-mounted device integrates a speed sensor or an acceleration sensor, and combines an electronic map, a virtual transponder and an electronic tag to realize the autonomous positioning function of the vehicle, and reports the position of the vehicle to the resource management unit RMU in real time through wireless communication.
6. The train control system suitable for the air rail freight system according to claim 2, wherein the vehicle-mounted device actively establishes wireless communication with a preceding train after acquiring information of the preceding train from the resource management unit RMU, and controls the safe operation of the train in real time according to the line speed limit, the braking performance of the train, and the information of the position of the preceding train.
7. The train control system suitable for the air rail freight system according to claim 2, wherein the vehicle-mounted device performs autonomous access identification according to ground turnout state information provided by the resource management unit RMU, and performs access application and access release autonomously according to a current operation plan provided by the resource management unit RMU;
and when the wireless communication function of the vehicle-mounted equipment fails, finishing the operation protection of the vehicle according to the front obstacle information returned by the active anti-collision device.
8. The train control system suitable for the air rail freight system according to claim 2, wherein the vehicle-mounted device has 3 operation modes, which are a partial monitoring mode PS, a full monitoring mode FS and an isolation mode IS;
when the vehicle-mounted equipment is powered on, the vehicle-mounted equipment is automatically in a partial monitoring mode PS after the self-checking and the external equipment testing are correctly executed, and the vehicle operation is monitored by the vehicle-mounted equipment according to a fixed speed under the partial monitoring mode PS; in the partial monitoring mode PS, the vehicle-mounted equipment is responsible for monitoring the highest running speed of the vehicle, and an operator is responsible for monitoring the running of the vehicle and carrying out corresponding processing according to actual conditions so as to ensure that the vehicle does not enter a dangerous area;
when the running direction of the vehicle is known, the line data is effective and the effective turnout information sent by the resource management unit RMU is received, the vehicle-mounted equipment automatically rotates to a full monitoring mode FS;
if the vehicle-mounted equipment does not enter the full monitoring mode FS after running for a certain distance in the accumulated running mode of the partial monitoring mode PS, the vehicle-mounted equipment outputs braking to stop;
if the vehicle-mounted equipment fails, the vehicle-mounted equipment outputs a bypass through the auxiliary equipment, the vehicle-mounted equipment IS switched to the isolation mode IS, and traction and braking commands are not output to the vehicle any more.
9. The train control system suitable for the air rail freight system according to claim 1, wherein the dynamic operation and energy decision subsystem DCD commands and manages vehicle operations in the jurisdiction area, and realizes centralized control through the resource management unit RMU for realizing operation and energy adjustment;
the dynamic operation energy decision subsystem DCD has the functions of traffic scheduling command, signal centralized control, automatic road arrangement according to a graph and path planning, and is used for meeting the high-efficiency operation requirement of vehicles.
10. The train control system for the air rail freight system according to claim 9, wherein the DCD monitors the operation status of the yard equipment and the train in real time, realizes transparent display of the line segment, and realizes accurate tracking of the position of the train according to the train positioning information.
11. The train control system suitable for the air rail freight system according to claim 9, wherein the dynamic operational capacity decision subsystem DCD is used for planning and issuing a plan to a vehicle in advance, tracking the vehicle operation position and arrival time in the vehicle operation process, and automatically depicting the actual vehicle operation diagram; the vehicle dynamic interval configuration scheme can be received in real time, vehicle operation related information fed back by other systems is comprehensively considered, a reasonable vehicle operation plan is dynamically adjusted and compiled during operation, and the operation plan is issued to the vehicle-mounted equipment.
12. The train control system suitable for the air rail freight system according to claim 9, wherein the dynamic operation energy decision subsystem DCD calculates an optimal path for the vehicle according to the current task information, the vehicle information, the route information, and the switch information, forms an operation plan, and issues the operation plan to the vehicle-mounted device through the resource management unit RMU to control the vehicle to run according to the plan.
13. The train control system suitable for the air rail freight system as claimed in claim 1, wherein the resource management unit RMU allocates the use of trackside resources according to the vehicle requirements, drives trackside resource actions, monitors trackside resource status and takes safety measures in time to ensure driving safety.
14. The train control system suitable for the air rail freight system according to claim 13, wherein the resource management unit RMU transmits an electronic map to a vehicle-mounted device, and the resource management unit RMU implements functions of forwarding an operation plan, vehicle position management, map verification and downloading, line resource management, temporary speed limit management, maintenance diagnosis, and wireless communication.
15. The train control system for air rail freight system according to claim 14, wherein the RMU positions and guards the vehicle in the relevant track section according to the vehicle normal position report; when the vehicle cannot complete positioning or the vehicle-ground communication is interrupted, the resource management unit RMU judges the current position of the vehicle according to the position of the train before the communication is interrupted, blocks an area where the vehicle possibly exists, and performs safety protection.
16. The train control system suitable for the air rail freight system according to claim 14, wherein the resource management unit RMU judges legality and rationality of the application according to resource application information of the vehicle, and allocates related resources to the on-board device after the judgment is passed; after the vehicle device obtains the right to use the resource, the vehicle device may travel through the resource.
17. The train control system according to claim 14, wherein the resource management unit RMU performs an electronic map check with the vehicle-mounted device, and sends a new electronic map to the vehicle-mounted device in time when the electronic map stored in the vehicle-mounted device is found to be incorrect.
18. The train control system according to claim 1, wherein the object controller OC is in bidirectional wireless communication with the resource management unit RMU, and the object controller OC is responsible for executing a switch action command sent by the resource management unit RMU and feeding back a switch status to the resource management unit RMU.
19. The train control system suitable for the air rail freight system according to claim 1, wherein the dynamic capacity decision subsystem DCD comprises a dispatching desk and a central core computer room, wherein the dispatching desk displays a vehicle operation diagram, a battlefield diagram and vehicle related information and provides a man-machine interaction interface for a worker to input a dispatching command and a speed limit command; the central core computer room comprises a database, an application server, a communication server and an interface server, wherein the interface server is responsible for finishing communication with the resource management unit RMU.
20. A control method for a train control system adapted for an air rail freight system according to claim 1, characterized by comprising the steps of:
step 1: the vehicle-mounted equipment receives the awakening command, automatically powers on the vehicle-mounted equipment, then executes a vehicle self-checking function, enters a partial monitoring mode PS after self-checking is passed, and the equipment is put into operation;
step 2: after the vehicle is started, receiving an operation plan sent by a resource management unit RMU, selecting an operation direction by the vehicle-mounted equipment according to a warehouse-out instruction sent by a center, and performing speed-limiting operation in a partial monitoring mode PS according to the plan;
and step 3: after the vehicle passes through the two electronic tags, positioning and direction information is obtained, the vehicle is switched to a complete monitoring mode FS to run, driving permission is calculated according to line data, vehicle-ground wireless messages and vehicle-vehicle communication results, vehicle protection is executed, and the unmanned driving function is realized;
and 4, step 4: the vehicle runs in an interval, a front turnout passing route is applied to the resource management unit RMU according to the running plan, the vehicle running permission is extended after passing authorization is obtained, route release information is sent to the resource management unit RMU after the vehicle runs through the turnout, and the vehicle is cleared to pass the route;
and 5: when the train runs in an interval, communication is automatically established with a front train according to the position and identity information of the front train sent by the resource management unit RMU, the speed, acceleration and position information of the front train are obtained in real time, and the front train automatically calculates MA according to the trackside information and the information of the front train to realize interval moving block tracking running;
step 6: and after the vehicle enters the garage and stops, the task is ended, and the vehicle is switched into a partial monitoring mode.
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