CN113147835A - Train driving mode switching method based on multi-network integrated train control system - Google Patents
Train driving mode switching method based on multi-network integrated train control system Download PDFInfo
- Publication number
- CN113147835A CN113147835A CN202110291314.1A CN202110291314A CN113147835A CN 113147835 A CN113147835 A CN 113147835A CN 202110291314 A CN202110291314 A CN 202110291314A CN 113147835 A CN113147835 A CN 113147835A
- Authority
- CN
- China
- Prior art keywords
- train
- mode
- ctcs
- vehicle
- driving mode
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims abstract description 44
- 238000006243 chemical reaction Methods 0.000 claims abstract description 11
- 238000004891 communication Methods 0.000 claims abstract description 11
- 230000010354 integration Effects 0.000 claims abstract description 9
- 230000008569 process Effects 0.000 claims abstract description 9
- 230000004913 activation Effects 0.000 claims description 36
- 238000013475 authorization Methods 0.000 claims description 21
- 238000012544 monitoring process Methods 0.000 claims description 6
- 230000000007 visual effect Effects 0.000 claims description 6
- 230000003213 activating effect Effects 0.000 claims description 3
- 238000002955 isolation Methods 0.000 claims description 3
- 230000002572 peristaltic effect Effects 0.000 claims description 2
- PLAIAIKZKCZEQF-UHFFFAOYSA-N methyl 6-chloro-2-oxo-3h-1,2$l^{4},3-benzodithiazole-4-carboxylate Chemical compound COC(=O)C1=CC(Cl)=CC2=C1NS(=O)S2 PLAIAIKZKCZEQF-UHFFFAOYSA-N 0.000 claims 23
- 238000007726 management method Methods 0.000 description 22
- 238000010586 diagram Methods 0.000 description 5
- 230000004927 fusion Effects 0.000 description 4
- 238000009434 installation Methods 0.000 description 2
- 230000007547 defect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000003137 locomotive effect Effects 0.000 description 1
- 230000007774 longterm Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 230000009466 transformation Effects 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
Images
Classifications
-
- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
The invention relates to a train driving mode switching method based on a multi-network integration train control system, which comprises a process of switching from a CTCS (China train control System) mode to a CBTC (communication based train control system) mode in a common management area and a process of switching from the CBTC mode to the CTTC mode in the common management area; when the train enters the community area, after meeting the corresponding conversion conditions, the driver end can realize the conversion of the driving modes under different systems according to the prompt on the vehicle-mounted human-computer interface HMI. Compared with the prior art, the method and the device have the advantages of high switching efficiency and the like.
Description
Technical Field
The invention relates to a train signal control system, in particular to a train driving mode switching method based on a multi-network integrated train control system.
Background
In recent years, development outline and planning requirements of urban area lines (railways/express rails) are successively released from national, local and industrial levels, but at present, domestic mainstream signal systems comprise a Chinese Train Control System (CTCS) applied to a main railway and a communication-based train control system (CBTC) applied to urban rail transit, but two single signal network systems cannot simultaneously and well meet essential requirements of public transportation and interoperability of the urban area lines, so that the essential requirements of the urban area lines are solved by using the advantages of the existing CTCS and CBTC in interoperability and public transportation respectively and adopting a CTCS + CBTC multi-network fusion system. The urban train control system based on CTCS + CBTC can flexibly and efficiently support the requirements of various operation scenes (such as line crossing, collineation and the like) under multi-network fusion, and can avoid the problem that a single network system cannot meet the long-term demand of public transportation and interoperability to bring the difficulty and cost of later-stage line transformation, so that the selection of the multi-network fusion train control system in the urban line is very necessary.
At present, a CTCS + CBTC-based multi-network fusion system needs to stop at a specified position of an area (common control area) covered by a CTCS system and a CBTC system together to perform manual system switching, so that the operation efficiency of the system is greatly influenced, and meanwhile, the current urban rail transit has the requirement of unmanned operation, so that the problem that how to switch to an unmanned mode is also considered is solved.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide a train driving mode switching method based on a multi-network integration train control system with high switching efficiency.
The purpose of the invention can be realized by the following technical scheme:
according to one aspect of the invention, a train driving mode switching method based on a multi-network integration train control system is provided, and the method comprises a process of switching from a CTCS mode driving mode to a CBTC mode driving mode in a common management area and a process of switching from the CBTC mode driving mode to the CTCS mode driving mode in the common management area;
when the train enters the community area, after meeting the corresponding conversion conditions, the driver end can realize the conversion of the driving modes under different systems according to the prompt on the vehicle-mounted human-computer interface HMI.
As a preferable technical scheme, the switching method supports the switching of the driving modes under different systems under the condition of stopping or not stopping, ensures the normal driving of the train in the common management area and simultaneously completes the smooth switching of the driving modes.
As a preferred technical solution, the switching method supports switching from a CTCS system driving mode to a CBTC system unmanned mode.
The switching method is based on a multi-network integration train control system which comprises a vehicle-mounted hardware safety platform compatible with a CTCS system and a CBTC system, a CTCS trackside device only arranged in a CTCS area, a CBTC trackside device only arranged in a CBTC area, a CTCS and CBTC trackside device and a corresponding responder which are arranged in a common management area.
As a preferred technical scheme, the switching method only allows mode switching in a common management area, and in the common management area, firstly, the initialization registration of the expected system is completed, wherein the expected system is the system to which switching is expected; then, the current system is quitted while the system is switched to the expected system, wherein the current system is the current system which needs to be quitted, and the logout of the current system is completed; meanwhile, the system in one system is ensured to be in control of the vehicle in the common management area.
As a preferred technical solution, the process of switching from the CBTC system driving mode to the CTCS system driving mode specifically includes:
step 1: the train runs in a CBTC area in a CBTC mode;
step 2: after the train enters the common management area and reads the transponder B1, acquiring the information of the transponder;
and step 3: the train starts to establish communication with the CTCS trackside equipment, receives the variable and the mobile authorization information of the CTCS trackside equipment, calculates the available CTCS driving mode according to the received CTCS trackside information on the train,
and 4, step 4: the train reads a transponder B2, and the vehicle-mounted subsystem prompts a driver to switch modes on a vehicle-mounted human-computer interface HMI;
and 5: under the condition that the train stops or does not stop, the driver switches the modes according to the information prompted on the HMI and selects a corresponding driving mode;
step 6: the vehicle-mounted subsystem switches to a CTCS (China train control System) driving mode to control the vehicle and quits the CBTC driving mode according to a driver selection result;
and 7: after the train reads the transponder B3, the communication connection between the train-mounted subsystem and the CBTC trackside equipment is disconnected;
and 8: and the train leaves the community area and operates in a CTCS driving mode.
As a preferred technical solution, the CTCS system driving modes include an isolation mode IS, a sleep mode SL, a standby mode SB, a shunting mode SH, a guiding mode CO, a reverse running mode RO, a cab signal mode CS, a visual driving mode OS, a partial monitoring mode PS, a full monitoring mode FS, and an automatic driving mode ATO.
As a preferable technical scheme, the CBTC standard driving mode includes an unrestricted manual driving mode EUM, a standby mode RD, a restricted manual driving mode RM, a controlled manual driving mode CM, a train automatic driving mode AM, a full automatic operation mode FAM, a creep operation mode CAM, and a remote restricted manual driving mode RSRM.
As a preferred technical solution, the switching from the CTCS system driving mode to the CBTC system driving mode includes the following different switching conditions:
a1) the system change-over switch is positioned in the CBTC gear, and the isolating switch is activated;
a2) the system change-over switch is positioned at a CBTC gear, and the vehicle-mounted subsystem is not positioned at an activation end of a cab;
a3) the system change-over switch is positioned at a CBTC gear, the vehicle-mounted subsystem is positioned at an activation end of a cab, and a train is out of position or does not receive effective movement authorization information;
a4) the system change-over switch is positioned at a CBTC gear, the vehicle-mounted subsystem is positioned at an activation end of a cab, the train is positioned and receives effective movement authorization information, the direction handle is in a forward gear, and the traction brake handle is not in an automatic driving gear;
a5) the system change-over switch is positioned at a CBTC gear, the vehicle-mounted subsystem is positioned at an activation end of a cab, the train is positioned and receives effective movement authorization information, the direction handle is positioned at a forward gear, and the traction brake handle is positioned at an automatic driving gear;
a6) the system switch is positioned at a CBTC gear, a cab key is not activated, the train is positioned and receives effective movement authorization information, the direction handle is at a zero position, and the traction brake handle is at an idle position;
a7) the system change-over switch is positioned at a CBTC gear, a cab key is not activated, the train is positioned and receives effective movement authorization information, the direction handle is at a zero position, the traction brake handle is at an idle position, and the train has communication faults with the TCMS;
a8) the system switch is located at a CBTC gear, a cab key is not activated, effective remote limit manual driving mode authorization information is received, a direction handle is in a zero position, and a traction brake handle is in a coasting position.
As a preferred technical solution, the switching from the CBTC system driving mode to the CTCS system driving mode includes the following different switching conditions:
b1) the system change-over switch is positioned in a CTCS gear, and the isolating switch is activated;
b2) the system switch is positioned in a CTCS gear, and the vehicle-mounted subsystem does not receive a sleep command at a cab activating end or the vehicle-mounted subsystem;
b3) the system change-over switch is positioned at a CTCS gear, the vehicle-mounted subsystem is arranged at an activation end of a cab, and a driver presses a shunting key;
b4) the system switch is positioned in CTCS gear, the vehicle-mounted subsystem is arranged at the activation end of the cab, receives HB codes, has the speed of a service brake intervention curve lower than 20km/h, and is confirmed by a driver
b5) The system change-over switch is positioned at a CTCS (computer to control System) gear, the vehicle-mounted subsystem is positioned at an activation end of a cab and receives a reverse running information packet, and the train reaches a starting position indicated by the information packet;
b6) the system change-over switch is positioned at a CTCS (computer to control System) gear, the vehicle-mounted subsystem is arranged at an activation end of a cab, the vehicle-mounted equipment displays a prohibition signal, and a driver presses a visual driving key;
b7) the system change-over switch is positioned at a CTCS gear, the vehicle-mounted subsystem is arranged at an activation end of a cab, and a driver presses a cab signal key;
b8) the system change-over switch is positioned at a CTCS (China train control System) gear, the vehicle-mounted subsystem is arranged at an activation end of a cab, the vehicle-mounted equipment receives running information allowed by a track circuit, line data is lost, and the train speed is less than 45 km/h;
b9) the system change-over switch is positioned at a CTCS (computer to control System) gear, the vehicle-mounted subsystem is arranged at an activation end of a cab, and the vehicle-mounted equipment has all basic data of controlling the vehicle, including track circuit information, responder information and train data;
b10) the system change-over switch is located in a CTCS gear, the vehicle-mounted subsystem is arranged at an activation end of a cab, the vehicle-mounted equipment has all basic data of vehicle control, and the traction brake handle is arranged in an automatic driving gear.
Compared with the prior art, the invention has the following advantages:
1) the switching method supports the driving mode conversion under different systems under the condition of parking or non-parking, ensures the normal driving of the train in the common management area, and simultaneously completes the smooth conversion of the driving mode without parking, thereby improving the operating efficiency of the system;
2) the switching method supports switching from a CTCS mode to a CBTC mode in an unmanned mode, comprises a full-automatic operation mode (FAM), a peristaltic operation mode (CAM) and a remote restricted manual driving mode (RSRM), and meets the current requirement of unmanned operation of urban rail transit;
3) the switching method realizes the switching of the driving modes under different systems based on the same set of vehicle-mounted safety platform, and reduces the cost and installation space limit of vehicle-mounted hardware equipment;
4) the invention ensures that only one system of one system is in the control of the vehicle in the common management area, thereby ensuring the safety of system switching and maintaining the availability of the system.
Drawings
FIG. 1 is a layout diagram of a multi-network integrated train control system according to the present invention;
FIG. 2 is a schematic diagram of the driving mode switching of the multi-network integrated train control system in the common management area according to the present invention;
FIG. 3 is a flow chart of the driving mode switching of the multi-network integrated train control system according to the present invention;
FIG. 4 is a schematic diagram of a multi-network integrated train control system according to the present invention switching from a CTCS driving mode to a CBTC driving mode;
fig. 5 is a schematic diagram of a multi-network integrated train control system switching from a CBTC system driving mode to a CTCS system driving mode.
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.
The invention relates to a driving mode switching method based on a multi-network integration train control system, which comprises the following steps:
1) the switching method comprises the steps that a CTCS mode driving mode is switched to a CBTC mode driving mode in a common management area, meanwhile, the CBTC mode driving mode is also switched to the CTCS mode driving mode, when a train enters the common management area, after corresponding conversion conditions are met, a driver end can realize driving mode conversion under different modes according to prompts on a vehicle-mounted human-machine interface (HMI);
2) the switching method supports the switching of the driving modes under different systems under the condition of parking or non-parking, ensures the normal driving of the train in the common management area, and simultaneously completes the smooth switching of the driving modes;
3) the switching method supports switching from a CTCS mode to a CBTC mode in an unmanned mode, and meets the requirement of current urban rail transit unmanned operation;
4) the switching method realizes the switching of the driving modes under different systems based on the same set of vehicle-mounted safety platform, and reduces the cost and installation space limit of vehicle-mounted hardware equipment;
5) the switching method only allows mode switching in the common management area, and in the common management area, firstly, the initialization registration of the expected system (the system to which switching is expected) is completed, and then the current system (the current system to be exited) is exited while the system is switched to the expected system, so that the logout of the current system is completed; meanwhile, the system in one system is ensured to be in control in the common management area, so that the safety of system switching is ensured and the availability of the system is maintained.
FIG. 1 is a layout diagram of a multi-network integrated train control system device, configured with vehicle-mounted hardware security platforms compatible with CTCS and CBTC, and implementing vehicle control functions of CTCS and CBTC in the same hardware security platform; the CTCS area is only provided with CTCS trackside equipment, the CBTC area is only provided with CBTC trackside equipment, the common management area is simultaneously provided with the CTCS and the CBTC trackside equipment, and the common management area is respectively provided with one set of interlocking and train control.
The switching requirement of the driving mode of the multi-network integration train control system is completed in a common management area, and CTCS trackside equipment, CBTC trackside equipment and corresponding transponders (shown in figure 2) are arranged in the common management area at the same time; the driving mode switching process of the multi-network integrated train control system is described by taking an example of the operation of a train from a CBTC area to a CTCS area (as shown in FIG. 3).
Step 1: the train runs in a CBTC area in a CBTC mode;
step 2: after the train enters the common management area and reads the transponder B1, acquiring the information of the transponder;
and step 3: the train starts to establish communication with the CTCS trackside equipment, receives the variable and the mobile authorization information of the CTCS trackside equipment, calculates the available CTCS driving mode according to the received CTCS trackside information on the train,
and 4, step 4: reading a responder B2 by the train, and prompting a driver to switch CTCS/CBTC modes by a vehicle-mounted subsystem on a vehicle-mounted human-machine interface (HMI);
and 5: under the condition that the train stops or does not stop, the driver switches the modes according to the information prompted on the HMI and selects a corresponding driving mode;
step 6: the vehicle-mounted subsystem switches to a CTCS (China train control System) driving mode to control the vehicle and quits the CBTC driving mode according to a driver selection result;
and 7: after the train reads the transponder B3, the communication connection between the train-mounted subsystem and the CBTC trackside equipment is disconnected;
and 8: and the train leaves the community area and operates in a CTCS driving mode.
The CTCS mode driving modes comprise 11 driving modes including an isolation mode (IS), a sleep mode (SL), a standby mode (SB), a shunting mode (SH), a guiding mode (CO), a reverse running mode (RO), a locomotive signal mode (CS), a visual driving mode (OS), a partial monitoring mode (PS), a complete monitoring mode (FS) and an automatic driving mode (ATO);
the CBTC standard driving modes comprise 8 driving modes including a non-limiting manual driving mode (EUM), a standby mode (RD), a limiting manual driving mode (RM), a controlled manual driving mode (CM), a train automatic driving mode (AM), a full automatic running mode (FAM), a creeping running mode (CAM) and a remote limiting manual driving mode (RSRM);
the following conversion conditions (as shown in fig. 4) are distinguished from the transition from the CTCS system driving mode to the CBTC system driving mode:
a1) the system change-over switch is positioned in the CBTC gear, and the isolating switch is activated;
a2) the system change-over switch is positioned at a CBTC gear, and the vehicle-mounted subsystem is not positioned at an activation end of a cab;
a3) the system change-over switch is positioned at a CBTC gear, the vehicle-mounted subsystem is positioned at an activation end of a cab, and a train is out of position or does not receive effective movement authorization information;
a4) the system change-over switch is positioned at a CBTC gear, the vehicle-mounted subsystem is positioned at an activation end of a cab, the train is positioned and receives effective movement authorization information, the direction handle is in a forward gear, and the traction brake handle is not in an automatic driving gear;
a5) the system change-over switch is positioned at a CBTC gear, the vehicle-mounted subsystem is positioned at an activation end of a cab, the train is positioned and receives effective movement authorization information, the direction handle is positioned at a forward gear, and the traction brake handle is positioned at an automatic driving gear;
a6) the system switch is positioned at a CBTC gear, a cab key is not activated, the train is positioned and receives effective movement authorization information, the direction handle is at a zero position, and the traction brake handle is at an idle position;
a7) the system change-over switch is positioned at a CBTC gear, a cab key is not activated, the train is positioned and receives effective movement authorization information, the direction handle is at a zero position, the traction brake handle is at an idle position, and the train has communication faults with the TCMS;
a8) the system switch is positioned at a CBTC gear, a cab key is not activated, effective remote limit manual driving mode authorization information is received, a direction handle is at a zero position, and a traction brake handle is at a coasting position;
the switching from the CBTC system driving mode to the CTCS system driving mode is distinguished by the following switching conditions (as shown in fig. 5):
b1) the system change-over switch is positioned in a CTCS gear, and the isolating switch is activated;
b2) the system switch is positioned in a CTCS gear, and the vehicle-mounted subsystem does not receive a sleep command at a cab activating end or the vehicle-mounted subsystem;
b3) the system change-over switch is positioned at a CTCS gear, the vehicle-mounted subsystem is arranged at an activation end of a cab, and a driver presses a shunting key;
b4) the system switch is positioned in CTCS gear, the vehicle-mounted subsystem is arranged at the activation end of the cab, receives HB codes, has the speed of a service brake intervention curve lower than 20km/h, and is confirmed by a driver
b5) The system change-over switch is positioned at a CTCS (computer to control System) gear, the vehicle-mounted subsystem is positioned at an activation end of a cab and receives a reverse running information packet, and the train reaches a starting position indicated by the information packet;
b6) the system change-over switch is positioned at a CTCS (computer to control System) gear, the vehicle-mounted subsystem is arranged at an activation end of a cab, the vehicle-mounted equipment displays a prohibition signal, and a driver presses a visual driving key;
b7) the system change-over switch is positioned at a CTCS gear, the vehicle-mounted subsystem is arranged at an activation end of a cab, and a driver presses a cab signal key;
b8) the system change-over switch is positioned at a CTCS (China train control System) gear, the vehicle-mounted subsystem is arranged at an activation end of a cab, the vehicle-mounted equipment receives running information allowed by a track circuit, line data is lost, and the train speed is less than 45 km/h;
b9) the system change-over switch is positioned at a CTCS (computer to control System) gear, the vehicle-mounted subsystem is arranged at an activation end of a cab, and the vehicle-mounted equipment has all basic data (track circuit information, responder information and train data) for controlling the train;
b10) the system change-over switch is located in a CTCS gear, the vehicle-mounted subsystem is arranged at an activation end of a cab, the vehicle-mounted equipment has all basic data (track circuit information, responder information and train data) of vehicle control, and the traction brake handle is arranged in an automatic driving gear.
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 (10)
1. A train driving mode switching method based on a multi-network integration train control system is characterized by comprising a process of switching from a CTCS mode driving mode to a CBTC mode driving mode in a common management area and a process of switching from the CBTC mode driving mode to the CTCS mode driving mode in the common management area;
when the train enters the community area, after meeting the corresponding conversion conditions, the driver end can realize the conversion of the driving modes under different systems according to the prompt on the vehicle-mounted human-computer interface HMI.
2. The train driving mode switching method based on the multi-network integration train control system as claimed in claim 1, wherein the switching method supports driving mode switching under different systems under the condition of stopping or not stopping, normal driving of a train in a common management area is guaranteed, and smooth switching of driving modes is completed.
3. The train driving mode switching method based on the multi-network integrated train control system as claimed in claim 1, wherein the switching method supports switching from a CTCS mode driving mode to a CBTC mode unmanned driving mode.
4. The method as claimed in claim 1, wherein the switching method is based on a multi-network integrated train control system, the multi-network integrated train control system comprises a vehicle-mounted hardware security platform configured to be compatible with a CTCS system and a CBTC system, only CTCS trackside equipment arranged in a CTCS area, only CBTC trackside equipment arranged in a CBTC area, and both CTCS and CBTC trackside equipment and corresponding transponders arranged in a common management area.
5. The train driving mode switching method based on the multi-network integrated train control system according to claim 1, wherein the switching method only allows mode switching in a common management area, and in the common management area, initial registration of a desired system is completed first, wherein the desired system is a system to which switching is desired; then, the current system is quitted while the system is switched to the expected system, wherein the current system is the current system which needs to be quitted, and the logout of the current system is completed; meanwhile, the system in one system is ensured to be in control of the vehicle in the common management area.
6. The train driving mode switching method based on the multi-network integrated train control system as claimed in claim 1, wherein the process of switching from the CBTC system driving mode to the CTCS system driving mode specifically comprises:
step 1: the train runs in a CBTC area in a CBTC mode;
step 2: after the train enters the common management area and reads the transponder B1, acquiring the information of the transponder;
and step 3: the train starts to establish communication with the CTCS trackside equipment, receives the variable and the mobile authorization information of the CTCS trackside equipment, calculates the available CTCS driving mode according to the received CTCS trackside information on the train,
and 4, step 4: the train reads a transponder B2, and the vehicle-mounted subsystem prompts a driver to switch modes on a vehicle-mounted human-computer interface HMI;
and 5: under the condition that the train stops or does not stop, the driver switches the modes according to the information prompted on the HMI and selects a corresponding driving mode;
step 6: the vehicle-mounted subsystem switches to a CTCS (China train control System) driving mode to control the vehicle and quits the CBTC driving mode according to a driver selection result;
and 7: after the train reads the transponder B3, the communication connection between the train-mounted subsystem and the CBTC trackside equipment is disconnected;
and 8: and the train leaves the community area and operates in a CTCS driving mode.
7. The train driving mode switching method based on the multi-network integrated train control system according to claim 6, wherein the CTCS driving modes comprise an isolation mode IS, a sleep mode SL, a standby mode SB, a shunting mode SH, a guiding mode CO, a reverse running mode RO, a cab signal mode CS, a visual driving mode OS, a partial monitoring mode PS, a full monitoring mode FS and an automatic driving mode ATO.
8. The train driving mode switching method based on the multi-network integration train control system according to claim 7, wherein the CBTC standard driving modes comprise an unrestricted manual driving mode EUM, a standby mode RD, a restricted manual driving mode RM, a controlled manual driving mode CM, a train automatic driving mode AM, a full automatic operating mode FAM, a peristaltic operating mode CAM and a remote restricted manual driving mode RSRM.
9. The train driving mode switching method based on the multi-network integrated train control system as claimed in claim 8, wherein the switching from the CTCS mode to the CBTC mode comprises the following different switching conditions:
a1) the system change-over switch is positioned in the CBTC gear, and the isolating switch is activated;
a2) the system change-over switch is positioned at a CBTC gear, and the vehicle-mounted subsystem is not positioned at an activation end of a cab;
a3) the system change-over switch is positioned at a CBTC gear, the vehicle-mounted subsystem is positioned at an activation end of a cab, and a train is out of position or does not receive effective movement authorization information;
a4) the system change-over switch is positioned at a CBTC gear, the vehicle-mounted subsystem is positioned at an activation end of a cab, the train is positioned and receives effective movement authorization information, the direction handle is in a forward gear, and the traction brake handle is not in an automatic driving gear;
a5) the system change-over switch is positioned at a CBTC gear, the vehicle-mounted subsystem is positioned at an activation end of a cab, the train is positioned and receives effective movement authorization information, the direction handle is positioned at a forward gear, and the traction brake handle is positioned at an automatic driving gear;
a6) the system switch is positioned at a CBTC gear, a cab key is not activated, the train is positioned and receives effective movement authorization information, the direction handle is at a zero position, and the traction brake handle is at an idle position;
a7) the system change-over switch is positioned at a CBTC gear, a cab key is not activated, the train is positioned and receives effective movement authorization information, the direction handle is at a zero position, the traction brake handle is at an idle position, and the train has communication faults with the TCMS;
a8) the system switch is located at a CBTC gear, a cab key is not activated, effective remote limit manual driving mode authorization information is received, a direction handle is in a zero position, and a traction brake handle is in a coasting position.
10. The train driving mode switching method based on the multi-network integrated train control system as claimed in claim 8, wherein switching from the CBTC system driving mode to the CTCS system driving mode includes the following different switching conditions:
b1) the system change-over switch is positioned in a CTCS gear, and the isolating switch is activated;
b2) the system switch is positioned in a CTCS gear, and the vehicle-mounted subsystem does not receive a sleep command at a cab activating end or the vehicle-mounted subsystem;
b3) the system change-over switch is positioned at a CTCS gear, the vehicle-mounted subsystem is arranged at an activation end of a cab, and a driver presses a shunting key;
b4) the system switch is positioned in CTCS gear, the vehicle-mounted subsystem is arranged at the activation end of the cab, receives HB codes, has the speed of a service brake intervention curve lower than 20km/h, and is confirmed by a driver
b5) The system change-over switch is positioned at a CTCS (computer to control System) gear, the vehicle-mounted subsystem is positioned at an activation end of a cab and receives a reverse running information packet, and the train reaches a starting position indicated by the information packet;
b6) the system change-over switch is positioned at a CTCS (computer to control System) gear, the vehicle-mounted subsystem is arranged at an activation end of a cab, the vehicle-mounted equipment displays a prohibition signal, and a driver presses a visual driving key;
b7) the system change-over switch is positioned at a CTCS gear, the vehicle-mounted subsystem is arranged at an activation end of a cab, and a driver presses a cab signal key;
b8) the system change-over switch is positioned at a CTCS (China train control System) gear, the vehicle-mounted subsystem is arranged at an activation end of a cab, the vehicle-mounted equipment receives running information allowed by a track circuit, line data is lost, and the train speed is less than 45 km/h;
b9) the system change-over switch is positioned at a CTCS (computer to control System) gear, the vehicle-mounted subsystem is arranged at an activation end of a cab, and the vehicle-mounted equipment has all basic data of controlling the vehicle, including track circuit information, responder information and train data;
b10) the system change-over switch is located in a CTCS gear, the vehicle-mounted subsystem is arranged at an activation end of a cab, the vehicle-mounted equipment has all basic data of vehicle control, and the traction brake handle is arranged in an automatic driving gear.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110291314.1A CN113147835A (en) | 2021-03-18 | 2021-03-18 | Train driving mode switching method based on multi-network integrated train control system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110291314.1A CN113147835A (en) | 2021-03-18 | 2021-03-18 | Train driving mode switching method based on multi-network integrated train control system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN113147835A true CN113147835A (en) | 2021-07-23 |
Family
ID=76888167
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110291314.1A Pending CN113147835A (en) | 2021-03-18 | 2021-03-18 | Train driving mode switching method based on multi-network integrated train control system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113147835A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113844501A (en) * | 2021-08-25 | 2021-12-28 | 通号城市轨道交通技术有限公司 | Train control system switching method and device |
| CN114132365A (en) * | 2021-11-15 | 2022-03-04 | 通号城市轨道交通技术有限公司 | Train operation control method and device, electronic equipment and storage medium |
| CN114407972A (en) * | 2021-12-28 | 2022-04-29 | 交控科技股份有限公司 | Suburban railway vehicle-mounted equipment switching method and system |
| CN114454916A (en) * | 2022-01-21 | 2022-05-10 | 北京全路通信信号研究设计院集团有限公司 | Train control vehicle-mounted equipment compatible with multiple systems and control method |
| CN117302298A (en) * | 2023-11-28 | 2023-12-29 | 北京和利时系统工程有限公司 | Method and device for switching modes of double-set vehicle-mounted equipment, electronic equipment and medium |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108128330A (en) * | 2017-12-22 | 2018-06-08 | 交控科技股份有限公司 | A kind of processing method of the driving mode of handoff path traffic train |
| CN108189869A (en) * | 2017-12-22 | 2018-06-22 | 交控科技股份有限公司 | The condominium region setting of CTCS-2 and CBTC and the method switched in condominium region |
| CN110920694A (en) * | 2019-11-28 | 2020-03-27 | 中国铁道科学研究院集团有限公司通信信号研究所 | Switching method for interconnection and intercommunication of CBTC (communication based train control) system and CTCS (China train control System) |
-
2021
- 2021-03-18 CN CN202110291314.1A patent/CN113147835A/en active Pending
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108128330A (en) * | 2017-12-22 | 2018-06-08 | 交控科技股份有限公司 | A kind of processing method of the driving mode of handoff path traffic train |
| CN108189869A (en) * | 2017-12-22 | 2018-06-22 | 交控科技股份有限公司 | The condominium region setting of CTCS-2 and CBTC and the method switched in condominium region |
| CN110920694A (en) * | 2019-11-28 | 2020-03-27 | 中国铁道科学研究院集团有限公司通信信号研究所 | Switching method for interconnection and intercommunication of CBTC (communication based train control) system and CTCS (China train control System) |
Non-Patent Citations (1)
| Title |
|---|
| 张敏慧: "国铁与城轨信号系统差异及互通性探讨", 《铁道工程学报》 * |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113844501A (en) * | 2021-08-25 | 2021-12-28 | 通号城市轨道交通技术有限公司 | Train control system switching method and device |
| CN113844501B (en) * | 2021-08-25 | 2024-04-26 | 通号城市轨道交通技术有限公司 | Train control system type switching method and device |
| CN114132365A (en) * | 2021-11-15 | 2022-03-04 | 通号城市轨道交通技术有限公司 | Train operation control method and device, electronic equipment and storage medium |
| CN114407972A (en) * | 2021-12-28 | 2022-04-29 | 交控科技股份有限公司 | Suburban railway vehicle-mounted equipment switching method and system |
| CN114454916A (en) * | 2022-01-21 | 2022-05-10 | 北京全路通信信号研究设计院集团有限公司 | Train control vehicle-mounted equipment compatible with multiple systems and control method |
| CN114454916B (en) * | 2022-01-21 | 2023-06-30 | 北京全路通信信号研究设计院集团有限公司 | Multi-system-compatible train control vehicle-mounted equipment and control method |
| CN117302298A (en) * | 2023-11-28 | 2023-12-29 | 北京和利时系统工程有限公司 | Method and device for switching modes of double-set vehicle-mounted equipment, electronic equipment and medium |
| CN117302298B (en) * | 2023-11-28 | 2024-03-15 | 北京和利时系统工程有限公司 | Method and device for switching modes of double-set vehicle-mounted equipment, electronic equipment and medium |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN113147835A (en) | Train driving mode switching method based on multi-network integrated train control system | |
| CN108189869B (en) | Common pipe region setting and switching method in common pipe region of CTCS-2 and CBTC | |
| CN109677449B (en) | Vehicle-mounted ATP system compatible with C2ATO and CBTC | |
| EP2746132B1 (en) | Ctcs level-3 onboard automatic train operation device and rail transit car | |
| CN102233886B (en) | CTCS (China Train Control System)-2 train operation control system | |
| US20230322282A1 (en) | Urban rail transit fusion signal system and use method | |
| CN110920694A (en) | Switching method for interconnection and intercommunication of CBTC (communication based train control) system and CTCS (China train control System) | |
| CN112550368B (en) | Post-station unmanned automatic turn-back method suitable for urban railway | |
| CN113799853B (en) | Degradation management method, equipment and medium for multi-standard signal system | |
| CN109515481B (en) | Circuit and train for automatic switching control power of ATP and LKJ in non-stop mode | |
| CN112678034A (en) | Train operation control system compatible with CTCS-2 and CBTC | |
| CN103010271A (en) | Train unmanned turning-back method based on CBTC (communication based train control) system | |
| CN105083339B (en) | A kind of two ends load the method for turning back automatically of the CBTC trains of mobile unit | |
| CN114475715B (en) | Switching method and system of train control vehicle-mounted equipment compatible with multiple systems | |
| CN113911181B (en) | Train control system compatible method based on virtual marshalling | |
| CN113320574A (en) | TACS and CTCS fused signal system | |
| CN113635944A (en) | Rail transit signal system with multi-network integration | |
| CN113232696A (en) | Train control device and method suitable for C0/C1/C2-level line | |
| CN113022660A (en) | Multi-standard vehicle-mounted equipment based on platform fusion and implementation method thereof | |
| CN114715229A (en) | Signal system architecture fusing existing CBTC and TACS | |
| CN113844501B (en) | Train control system type switching method and device | |
| CN112298279B (en) | Hierarchical control method and device for rail transit full-automatic operation creeping mode | |
| CN113415314A (en) | Method and system for switching control right of special vehicle-mounted equipment and general vehicle-mounted equipment | |
| CN114454916B (en) | Multi-system-compatible train control vehicle-mounted equipment and control method | |
| CN113415316B (en) | Train control vehicle-mounted equipment system compatible with various train control systems |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| RJ01 | Rejection of invention patent application after publication | ||
| RJ01 | Rejection of invention patent application after publication |
Application publication date: 20210723 |