CN113548087A - Vehicle-mounted ATP subsystem, train departure combined control system and method - Google Patents
Vehicle-mounted ATP subsystem, train departure combined control system and method Download PDFInfo
- Publication number
- CN113548087A CN113548087A CN202110831253.3A CN202110831253A CN113548087A CN 113548087 A CN113548087 A CN 113548087A CN 202110831253 A CN202110831253 A CN 202110831253A CN 113548087 A CN113548087 A CN 113548087A
- Authority
- CN
- China
- Prior art keywords
- train
- vehicle
- information
- speed
- departure
- 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 41
- 230000006854 communication Effects 0.000 claims abstract description 36
- 238000004891 communication Methods 0.000 claims abstract description 36
- 230000007774 longterm Effects 0.000 claims abstract description 13
- 230000001133 acceleration Effects 0.000 claims abstract description 10
- 238000012937 correction Methods 0.000 claims description 12
- 238000012544 monitoring process Methods 0.000 claims description 12
- 230000005540 biological transmission Effects 0.000 claims description 10
- 238000005259 measurement Methods 0.000 claims description 10
- 238000013459 approach Methods 0.000 claims description 9
- 230000007175 bidirectional communication Effects 0.000 claims description 8
- 238000012806 monitoring device Methods 0.000 claims description 8
- 230000000007 visual effect Effects 0.000 claims description 8
- 230000004927 fusion Effects 0.000 claims description 6
- 238000013475 authorization Methods 0.000 claims description 5
- 230000007935 neutral effect Effects 0.000 claims description 5
- 238000012360 testing method Methods 0.000 claims description 4
- 230000003412 degenerative effect Effects 0.000 claims description 3
- 238000007689 inspection Methods 0.000 claims description 3
- 230000008569 process Effects 0.000 description 13
- 238000005516 engineering process Methods 0.000 description 8
- 238000012545 processing Methods 0.000 description 7
- 230000003993 interaction Effects 0.000 description 6
- 230000002457 bidirectional effect Effects 0.000 description 5
- 238000010586 diagram Methods 0.000 description 4
- 238000012423 maintenance Methods 0.000 description 4
- 238000007726 management method Methods 0.000 description 4
- 238000003745 diagnosis Methods 0.000 description 3
- DMBHHRLKUKUOEG-UHFFFAOYSA-N diphenylamine Chemical compound C=1C=CC=CC=1NC1=CC=CC=C1 DMBHHRLKUKUOEG-UHFFFAOYSA-N 0.000 description 3
- 230000000903 blocking effect Effects 0.000 description 2
- 230000003137 locomotive effect Effects 0.000 description 2
- 230000002159 abnormal effect Effects 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 238000004364 calculation method Methods 0.000 description 1
- 238000012790 confirmation Methods 0.000 description 1
- 238000011217 control strategy Methods 0.000 description 1
- 230000010485 coping Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 239000000284 extract Substances 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000003287 optical effect Effects 0.000 description 1
- 238000005192 partition Methods 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 230000009466 transformation Effects 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0072—On-board train data handling
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/021—Measuring and recording of train speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/028—Determination of vehicle position and orientation within a train consist, e.g. serialisation
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 provides a vehicle-mounted ATP subsystem, a train departure combined control system and a train departure combined control method, wherein the vehicle-mounted ATP subsystem comprises: the system comprises a processor, and a speed measuring device, a train interface unit, a positioning device and a long term evolution LTE device which are respectively in communication connection with the processor; the speed measuring equipment comprises an accelerometer group and a speed sensor; the train interface unit is used for connecting the vehicle-mounted ATP subsystem to a train operating platform and a traction/braking system; the long term evolution LTE equipment is used for realizing continuous real-time communication between the vehicle-mounted ATP subsystem and the trackside controller; the processor is used for determining the real-time speed of the train based on the rotating speed measured by the speed sensor and the acceleration measured by the accelerometer group and determining the real-time position of the train based on the positioning information. The invention can acquire the position information and the speed information of the train in real time by improving the existing vehicle-mounted ATP subsystem, and can effectively shorten the train interval by relying on an LTE train-ground wireless communication network, thereby improving the line passing capacity.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to an Automatic Train Protection (ATP) subsystem, a Train departure combined control system and a Train departure combined control method.
Background
At present, a fixed blocking type control mode is generally adopted when a freight railway dispatches a train, and in the mode, the braking distance of the train, the confirmation signal time and the train running distance in the equipment strain time need to be considered in each blocking subarea, wherein the braking distance of the train is calculated and determined by the train type with the worst braking performance.
Therefore, for freight railways with many types of rolling stock combination, the existing block partition of the fixed block mode cannot fully exert the braking performance of each type of train, and certain restriction is formed on the passing capacity of the railway.
Disclosure of Invention
The invention provides a vehicle-mounted ATP subsystem, a train departure combined control system and a train departure combined control method, which are used for solving the defect of low passing capacity of a line due to the influence of train braking performance in the prior art and achieving the aim of effectively improving the passing capacity of the line.
The invention provides a vehicle-mounted ATP subsystem, comprising: the system comprises a processor, and a speed measuring device, a train interface unit, a positioning device and a Long Term Evolution (LTE) device which are respectively in communication connection with the processor;
the speed measuring equipment comprises an accelerometer group and speed sensors arranged on different axles, wherein the speed sensors are used for measuring the rotating speed of the axles, and the accelerometer group is used for measuring the acceleration of the train;
the train interface unit is used for connecting the vehicle-mounted ATP subsystem to a train operating platform and a traction/braking system;
the positioning equipment is used for acquiring positioning information of the train;
the long term evolution LTE equipment is used for realizing continuous real-time communication between the vehicle-mounted ATP subsystem and the trackside controller;
the processor is used for determining the real-time speed of the train based on the rotating speed measured by the speed sensor and the acceleration of the train measured by the accelerometer group, and determining the real-time position of the train based on the positioning information.
The vehicle-mounted ATP subsystem further comprises a Direct Media Interface (DMI) unit, a responder Transmission Module (BTM) unit and a switching device, wherein the DMI unit, the responder Transmission Module (BTM) unit and the switching device are respectively in communication connection with the processor;
the direct media interface DMI unit is used for displaying train driving information through a display screen and receiving an operation control instruction of a user;
the transponder transmission BTM unit is used for receiving transponder information;
the switching equipment is used for automatically switching the vehicle-mounted ATP subsystem and a train operation monitoring device LKJ (wherein L represents a train, K represents control, and J represents monitoring) without stopping when set conditions are met.
The vehicle-mounted ATP subsystem further comprises a standardized interface based on interconnection standard specifications;
the standardized interface comprises a speed measuring equipment interface, a positioning equipment interface, a wireless communication interface, a switching value interface, a mobile authorization interface and a ground control system interface.
According to the vehicle-mounted ATP subsystem provided by the invention, a safety redundancy technology of two-by-two-out-of-two is adopted.
According to the ATP subsystem provided by the invention, the processor is used for realizing at least one of the following functions:
carrying out train speed and distance measurement based on multi-sensor information fusion;
performing train satellite positioning based on the position information acquired by the satellite equipment;
providing a freight train safety braking model, and carrying out emergency braking through the train safety braking model;
carrying out integrity check on the train;
automatic switching between ATP and a train operation monitoring device LKJ without stopping;
and intelligently maintaining and diagnosing the vehicle-mounted equipment.
According to the vehicle-mounted ATP subsystem provided by the invention, the processor is further used for realizing at least one of the following functions:
the management of the working mode of the vehicle-mounted equipment under the scene of entering and exiting, shunting or guided station entering is realized;
based on the wind pressure and the Beidou positioning information, carrying out integrity check on the train;
calculating a safe speed curve based on the line information and the train driving permission;
based on the ground transponder and the Beidou positioning information, train positioning and train position correction are carried out;
performing train overspeed protection based on a train safe driving speed curve;
correcting the wheel diameter according to the information of the ground wheel diameter correction transponder;
performing an automatic passing neutral section function based on the accurate positioning of the train;
slip-away protection and degenerative protection functions;
and data recording and dumping are supported, and display and storage of operation data and fault information are maintained.
The invention also provides a train departure combined control system, which comprises the vehicle-mounted ATP subsystem and the trackside controller, wherein the vehicle-mounted ATP subsystem and the trackside controller are in continuous two-way communication;
the vehicle-mounted ATP subsystem continuously transmits the position information and the speed information of the train to the trackside controller through the bidirectional communication;
and the trackside controller determines the safe driving interval of the train according to the position information and the speed information, and sends the safe driving interval to the vehicle-mounted ATP subsystem through the bidirectional communication so that the vehicle-mounted ATP subsystem can control the train to run according to the safe driving interval.
According to the train departure combined control system provided by the invention, the trackside controller is specifically used for:
and calculating the maximum braking distance of the train according to the position information and the speed information, and calculating the safe driving interval based on the maximum braking distance, the length of the train and a preset protection distance.
The invention also provides a train departure combined control method based on the train departure combined control system, which comprises the following steps:
the vehicle-mounted ATP subsystem configures marshalling information, an ATP braking test, a train tail number and an operation mode according to configuration information input by a user, and checks the integrity state and the LTE communication state of a train;
when determining that the departure condition is met based on the configuration result and the inspection result, the trackside controller transacts a departure route for the train according to the current running mode of the train;
the vehicle-mounted ATP subsystem drives a train to be sent according to the departure route, acquires speed information measured by the speed measuring equipment and positioning information of the train measured by the positioning equipment in real time after the train is sent out, determines the real-time speed of the train based on the speed information, and determines the real-time position of the train based on the positioning information.
According to the train departure combined control method provided by the invention, the trackside controller handles the departure approach for the train according to the current running mode of the train, and the method comprises the following steps:
the trackside controller identifies the current running mode of the train, if the current running mode is the visual running mode, the trackside controller handles the departure route for the train after the train is firstly departed and departed from the departure route, and upgrades the current running mode of the train to the complete monitoring mode when the train is departed according to the departure route and the train head reaches the set range of the departure signal machine on the station track; and if the current driving mode is the complete monitoring mode, handling the departure approach for the train after the front train leaves clear the conflict turnout of the two departure approaches.
According to the vehicle-mounted ATP subsystem, the train departure combined control system and the train departure combined control method, the existing vehicle-mounted ATP subsystem is improved, the position information and the speed information of a train can be collected in real time, and the train interval can be effectively shortened by depending on an LTE train-ground wireless communication network, so that the line passing capacity is improved.
Drawings
In order to more clearly illustrate the technical solutions of the present invention or the prior art, the drawings needed for the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
FIG. 1 is a schematic structural diagram of a vehicle-mounted ATP subsystem provided by the present invention;
FIG. 2 is a schematic structural diagram of a train departure combined control system provided by the invention;
fig. 3 is a schematic flow chart of the train departure combined control method provided by the invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Aiming at the problem of low line passing capacity influenced by the braking performance of the train in the prior art, the invention can acquire the position information and the speed information of the train in real time by improving the conventional vehicle-mounted ATP subsystem, and can effectively shorten the train interval by depending on an LTE train-ground wireless communication network, thereby improving the line passing capacity. The invention will be illustrated and described below with reference to a number of embodiments.
Fig. 1 is a schematic structural diagram of a vehicle-mounted ATP subsystem provided in the present invention, which may be used to implement automatic train protection, as shown in fig. 1, the system includes a processor 101, and a speed measurement device 102, a train interface unit 103, a positioning device 104, and a long term evolution LTE device 105, which are respectively in communication connection with the processor 101;
the speed measuring equipment 102 comprises an accelerometer group and speed sensors arranged on different axles, wherein the speed sensors are used for measuring the rotating speed of the axles, and the accelerometer group is used for measuring the acceleration of the train;
a train interface unit 103 for connecting the onboard ATP subsystem to a train console and traction/braking system;
the positioning device 104 is used for acquiring positioning information of the train;
the Long Term Evolution (LTE) equipment 105 is used for realizing continuous real-time communication between the vehicle-mounted ATP subsystem and the trackside controller;
the processor 101 is configured to determine a real-time speed of the train based on the rotational speed measured by the speed sensor and the train acceleration measured by the accelerometer group, and determine a real-time location of the train based on the positioning information.
It can be understood that, as shown in fig. 1, the vehicle-mounted ATP subsystem of the present invention at least includes a processor 101, and a speed measurement device 102, a train interface unit 103, a positioning device 104, and a long term evolution LTE device 105, which are respectively in communication connection with the processor 101, and are respectively used for implementing measurement of a rotation speed and a train acceleration of a train axle, establishment of a connection relationship between the vehicle-mounted ATP subsystem and a train console and a traction/braking system, acquisition of positioning information of a train, implementation of continuous real-time communication between the vehicle-mounted ATP subsystem and a trackside controller, and a processing procedure for controlling safe operation of the train. The trackside controller can be a trackside controller, manages the whole-line train, and calculates the driving permission according to the train position and the interlocking information.
The processor 101 may specifically be a modular safety computer, and is configured to determine real-time location information of the train according to a measurement result of the speed measurement device, determine real-time speed information of the train according to a measurement result of the positioning device, and transmit the determined location information and speed information to the trackside controller.
Optionally, the vehicle-mounted ATP subsystem adopts a two-by-two-out-of-two safety redundancy technology. That is to say, the safety redundancy technology of two-by-two is adopted by the vehicle-mounted ATP subsystem, so that the safety, reliability and usability of the vehicle-mounted ATP subsystem are ensured. Embodied on the processor 101, the modular computer platform as the processor can adopt a two-by-two-out-of-two host structure, meeting the requirements of reliability, availability, maintainability and safety of railway applications.
The two-by-two system is a technical measure for fault-oriented safety in rail transit, and a chain machine has four computers for processing information and is divided into two systems according to different processors and different operating systems. The two systems work simultaneously, each system adopts two identical computers to process data, two groups of data for collecting the same work are generated simultaneously, and the system extracts two identical command information from the data to be finally executed. The safety is improved mainly through system redundancy, 2X2 computers calculate and compare results of the computers respectively, the output is consistent, the result is sent out, and the alarm is given out if the results are inconsistent.
The speed measuring device 102 comprises two structures of a speed sensor and an accelerometer, wherein the speed sensor is two independent speed sensors arranged on different axles, the accelerometer is three accelerometers arranged on the different axles, and the three accelerometers form an accelerometer group. And obtaining the accurate train speed through the fusion of the acceleration of the accelerometer and the speed of the speed sensor. The accelerometer can also be used for idle skid determination of the train.
As shown in fig. 1, the train interface unit 103 is used to interface the on-board ATP subsystem of the present invention with other operational control systems on the train, including the train locomotive operator station and the traction/braking system, to achieve combined control of the train.
The positioning device 104 may be a compass device, and may acquire latitude and longitude information through compass positioning for train position correction. Wherein, can set up redundant big dipper equipment.
The long term evolution LTE device 105 is a key for realizing vehicle-ground communication, and a communication environment is established through the long term evolution LTE device 105, so that the vehicle-mounted ATP subsystem and the trackside controller serving as the trackside controller can perform real-time information interaction. The trackside controller manages the whole-line train, the driving permission is calculated according to the position of the train and the interlocking information, the vehicle-mounted ATP subsystem device is actively positioned, the braking curve protection is implemented according to the driving permission, and finally the safe tracking operation based on the real-time position of the train is realized.
Optionally, the long term evolution LTE device 105 may adopt a large-capacity bidirectional redundant structure, that is, the long term evolution LTE device 105 may construct a large-capacity bidirectional redundant LTE vehicle-to-ground wireless communication network, so as to implement real-time continuous bidirectional communication between the vehicle-mounted ATP subsystem and the trackside controller.
The vehicle-mounted ATP subsystem provided by the invention can acquire the position information and the speed information of the train in real time by improving the conventional vehicle-mounted ATP subsystem, and can effectively shorten the train interval by depending on an LTE train-ground wireless communication network, thereby improving the line passing capacity.
Further, as shown in fig. 1, on the basis of the vehicle ATP subsystem provided according to the above embodiments, the vehicle ATP subsystem of the present invention further includes a direct media interface DMI unit 106, a transponder transmission BTM unit 107, and a switching device 108, which are respectively connected in communication with the processor 101.
The direct media interface DMI unit 106 is used for displaying train driving information through a display screen and receiving an operation control instruction of a user; the transponder transmission BTM unit 107 is used to receive transponder information; and the switching equipment is used for automatically switching the vehicle-mounted ATP subsystem and the train operation monitoring device LKJ without stopping when set conditions are met.
It can be understood that, as shown in fig. 1, on the basis of having a speed measuring device 102 for detecting train speed, a train interface unit 103 connected with a train control unit, a positioning device 104 for detecting a real-time position of a train, an LTE device 105 in real-time communication with a trackside controller, and a control core processor 101, the on-board ATP subsystem of the present invention may further include additional accessory devices, including a direct media interface unit 106 for human-computer interaction of train drivers, a transponder transmission BTM unit 107 for receiving transponder information, and a switching device 108 for implementing automatic non-stop switching with a train operation monitoring device LKJ.
The vehicle-mounted ATP subsystem is provided with a set of BTM equipment (namely a transponder transmission BTM unit 107) and a set of DMI unit equipment (namely a direct media interface DMI unit 106), wherein the DMI equipment provides visual driving information for a driver through a display screen and assists the driver to complete operation control through touch screen operation. Alternatively, the DMI display screen brightness can be adjusted to the cab environment manually. In addition, the vehicle-mounted ATP subsystem can further comprise controllable train tail equipment for providing Beidou positioning and wind pressure information.
According to the invention, by arranging the direct media interface DMI unit and the responder transmission BTM unit, friendly man-machine interaction with train operators can be realized, the operation of the operators is facilitated, and the convenience and the safety are higher. Meanwhile, the switching equipment is arranged, so that the non-stop switching between the vehicle-mounted ATP subsystem and the train operation monitoring device LKJ can be realized, and the operation efficiency of the train can be guaranteed.
Further, on the basis of the vehicle-mounted ATP subsystem provided according to the above embodiments, the vehicle-mounted ATP subsystem of the present invention further includes a standardized interface based on the interconnection standard specification; the standardized interface comprises a speed measuring equipment interface, a positioning equipment interface, a wireless communication interface, a switching value interface, a mobile authorization interface and a ground control system interface.
It can be understood that the existing old lines have numerous signal devices and vehicle suppliers and do not have uniform interface specifications, so that the vehicle-mounted signal devices and the vehicle interfaces have numerous and complicated forms. Aiming at the problem, the invention adopts interconnection standard specification to carry out standardized transformation on the vehicle interface, and realizes system compatibility on the basis of the standardized interface. Wherein, standardized interface includes:
speed measuring equipment interface: the speed sensor and the accelerometer are connected;
positioning the equipment interface: the device is used for connecting the BTM and the Beidou;
a wireless communication interface: for LTE connectivity;
a switching value interface;
a mobile authorization interface: the system is used for connecting the trackside controller;
ground control system interface: for connecting interlocking, a Centralized Traffic Control System (CTC) and a Temporary Speed limit Server System (TSRS).
The vehicle-mounted ATP subsystem is key equipment for ensuring the running safety of a train and improving the transportation efficiency, and the interface capability and the simplicity degree of the vehicle-mounted ATP subsystem can be improved by designing hardware and software according to a standardized function module, so that the function expansion and the system maintenance are more convenient.
Optionally, according to the above embodiments, the processor is configured to implement at least one of the following functions:
carrying out train speed and distance measurement based on multi-sensor information fusion;
performing train satellite positioning based on the position information acquired by the satellite equipment;
providing a freight train safety braking model, and carrying out emergency braking through the train safety braking model;
carrying out integrity check on the train;
automatic switching between ATP and a train operation monitoring device LKJ without stopping;
and intelligently maintaining and diagnosing the vehicle-mounted equipment.
The train tracking system can acquire the state information of the position, the speed, the traction, the brake, the wind pressure and the like of the train in real time by modifying the vehicle-mounted ATP equipment, depends on a large-capacity bidirectional redundant LTE train-ground wireless communication network, carries out real-time information interaction between the vehicle-mounted ATP and the trackside controller, manages the whole train by the trackside controller, calculates the driving permission according to the position of the train and the interlocking information, actively positions the vehicle-mounted ATP subsystem equipment, implements the brake curve protection according to the driving permission, and finally realizes the safe tracking operation based on the real-time position of the train.
Specifically, in the vehicle-mounted ATP subsystem, the train speed and distance measuring function based on multi-sensor information fusion can be realized by arranging a plurality of speed sensors and acceleration sensors on the train and applying the train speed and distance measuring technology based on multi-sensor information fusion;
or the train satellite positioning function based on the position information acquired by the satellite equipment can be realized by accessing satellite data systems such as a BTM (Business transaction management) and a Beidou satellite and applying a train satellite positioning technology;
or a safe braking model of the freight train can be constructed by analyzing the running characteristic and the braking characteristic of the freight train, and the train is emergently braked by the safe braking model of the train;
or the integrity of the train can be checked by applying the train integrity checking technology;
or the switching module can be used for providing a non-stop automatic switching technology between the ATP and the LKJ, so that the mutual switching between the ATP and the LKJ can be realized under the normal running state of the train;
or a control mechanism for fault diagnosis and performance maintenance of the vehicle-mounted equipment can be further arranged, when a train has a fault or has abnormal performance, the fault diagnosis process can be automatically operated, and the maintenance strategy can be recommended, so that the intelligent diagnosis and maintenance capability of the vehicle-mounted equipment can be realized.
The invention can realize safe tracking operation based on the real-time position of the train according to key technologies such as a wireless communication network of a train-supporting ground, vehicle-mounted high-precision autonomous positioning, high-reliability integrity identification and the like.
Further, in the ATP subsystem of the present invention, the processor is further configured to implement at least one of the following functions:
the management of the working mode of the vehicle-mounted equipment under the scene of entering and exiting, shunting or guided station entering is realized;
based on the wind pressure and the Beidou positioning information, carrying out integrity check on the train;
calculating a safe speed curve based on the line information and the train driving permission;
based on the ground transponder and the Beidou positioning information, train positioning and train position correction are carried out;
performing train overspeed protection based on a train safe driving speed curve;
correcting the wheel diameter according to the information of the ground wheel diameter correction transponder;
performing an automatic passing neutral section function based on the accurate positioning of the train;
slip-away protection and degenerative protection functions;
and data recording and dumping are supported, and display and storage of operation data and fault information are maintained.
It will be appreciated that the functionality of the on-board ATP subsystem of the present invention is designed to ensure safe operation of a freight train, all according to the principle of "fail-safe", and that in addition to the key functions listed in the above embodiments, the functionality of the on-board ATP subsystem of the present invention may also include one or a combination of any number of the additional functions listed above.
Specifically, the processor in the vehicle-mounted ATP subsystem of the present invention may set the operation mode corresponding to each scene or phase according to different scenes or phases of the train in the operation process. When the train runs in the scenes or stages of entering and exiting, shunting or guiding to enter the station and the like, the automatic control and association of the working modes of the vehicle-mounted equipment under the scenes or modes can be realized.
Or the wind pressure information of the train running environment and the Beidou positioning information of the train can be respectively acquired according to wind pressure detection equipment and Beidou positioning equipment which are arranged in the vehicle-mounted ATP subsystem, and integrity check is carried out on the train.
Or the safe speed of the train can be calculated according to the existing train line information and train driving permission provided by the ground control equipment, and the safe speed curve planning is carried out according to the safe speeds in different operation intervals.
On the basis of planning the safe speed curve, the processor in the invention can also monitor whether the train exceeds the safe driving speed or not according to the planned safe driving speed curve of the train, and if the train exceeds the safe driving speed, the overspeed protection of the train is carried out.
Or the signal that ground responder sent in the trackside equipment can also be acquireed, utilize positioning device to acquire big dipper locating information simultaneously, later confirm serial number and positional information etc. of trackside equipment according to the signal of trackside equipment that receives, combine big dipper locating information simultaneously, carry out preliminary location and carry out the correction of position to the train.
On the basis of accurately positioning the train, the processor in the invention can also control the automatic passing through neutral section of the train. The power supply of the contact network can come from different substations in the long-distance driving process of the train, and a section of dead zone is arranged at the power supply joint of the contact networks of the two substations. The automatic passing neutral section is a train operation control mode for controlling the train to safely and lazily pass through the dead zone without lifting a bow.
Or train wheel diameter information sent by a ground wheel diameter correction transponder in the trackside equipment can be obtained, and when the measured wheel diameter is determined to be inconsistent with the preset wheel diameter according to the information, wheel diameter correction is carried out.
Or the runaway protection control and the retrogression protection control can be carried out on the train according to the safe operation regulation of the train. Slip refers to the natural movement of a train on a track due to the lack of or improper wheel stopping measures. The runaway protection is a control operation adopted for ensuring the running safety of the train in the runaway process. The back-off refers to that the train moves backwards in the operation area or returns to the station from the operation area. In the same way, the retrograde protection is a control operation which is adopted for ensuring the running safety of the train in the retrograde process.
Or the data information of the train operation and control process, the data information of train faults and the like can be recorded, stored and stored again, and the recorded data information can be maintained, displayed and the like.
According to the invention, the control strategy and function of the processor for coping with various running scenes of the train are arranged, so that when corresponding conditions occur in the actual running process of the train, the corresponding control flow of the running can be quickly responded, and the response speed is higher while the running safety of the train is ensured.
As another aspect of the present invention, the present invention further provides a train departure combined control system, as shown in fig. 2, which is a schematic structural diagram of the train departure combined control system provided by the present invention, and includes the vehicle-mounted ATP subsystem 201 and the trackside controller 202 described in the foregoing embodiments, and the vehicle-mounted ATP subsystem 201 and the trackside controller 202 maintain continuous bidirectional communication.
The vehicle-mounted ATP subsystem 201 transmits the position information and the speed information of the train to the trackside controller 202 uninterruptedly through the bidirectional communication; the trackside controller 202 determines the safe driving interval of the train according to the position information and the speed information, and sends the safe driving interval to the vehicle-mounted ATP subsystem 201 through the bidirectional communication, so that the vehicle-mounted ATP subsystem 201 can control the train to run according to the safe driving interval.
It can be understood that, when the departure control of the train is realized, the train-mounted ATP subsystem 201 configured on the train and the trackside controller 202 arranged on the ground need to be combined, through the bidirectional redundant LTE train-ground wireless communication network between the vehicle-mounted ATP subsystem 201 and the trackside controller 202, the vehicle-mounted ATP subsystem 201 transmits the real-time speed and the real-time position of the train to the trackside controller 202, and meanwhile, the trackside controller 202 determines the safe driving interval of the train according to the received real-time speed and real-time position information and returns the safe driving interval to the vehicle-mounted ATP subsystem 201.
That is, the ATP subsystem 201 installed on the train and the trackside controller 202 in the train departure combined control system of the present invention must maintain continuous two-way communication. The train continuously transmits information such as identification, position, direction and speed to the trackside controller 202 through the vehicle-mounted ATP subsystem 201, the trackside controller 202 calculates and determines safe driving intervals of the train according to the information from the train, and transmits related information (such as the position of a preceding train, movement authorization and the like) to the train through the vehicle-mounted ATP subsystem 201 to control the train to run.
The invention depends on a large-capacity bidirectional redundant LTE train-ground wireless communication network, so that the vehicle-mounted ATP and the trackside controller can carry out real-time information interaction, thereby realizing the safe tracking operation based on the real-time position of the train and ensuring the passing capacity and the operation efficiency of the line.
Optionally, the trackside controller is specifically configured to: and calculating the maximum braking distance of the train according to the position information and the speed information, and calculating the safe driving interval based on the maximum braking distance, the length of the train and a preset protection distance.
It can be understood that, after receiving the real-time position information and the real-time speed information of the train sent by the on-board ATP subsystem on the train, the trackside controller of the present invention can dynamically calculate the maximum braking distance of the train based on the real-time position information and the real-time speed information. Then, the length of the train is obtained, and meanwhile a preset protection distance is set according to an actual scene. And then, adding the calculated maximum braking distance to the length of the train and adding a preset protection distance to obtain a virtual partition moving synchronously with the train. The departure time and the distance of the train are controlled based on the virtual subarea, and because the safety distance between the front and the rear of the train is ensured, two adjacent moving block subareas can simultaneously advance at a small interval, so that the train can run at a high speed and a small interval, and the operation efficiency is improved.
The invention combines the position information and the speed information of the train, calculates the maximum braking distance of the train, and superposes the length of the train and the preset protection distance on the basis of the maximum braking distance, fully considers various influence factors of the braking process of the train, and maximally ensures the braking safety of the train in sudden emergency.
Based on the same inventive concept, the invention further provides a train departure combined control method according to the embodiments, and the method realizes the corresponding train departure process by applying the train departure combined control system provided by the embodiments. Therefore, the description and definition in the vehicle-mounted ATP subsystem and the train departure combined control system of the above embodiments may be used for understanding the related processing steps in the present invention, and reference may be made to the above embodiments specifically, which are not described herein again.
According to an embodiment of the present invention, a processing flow of the train departure combined control method is as shown in fig. 3, which is a schematic flow chart of the train departure combined control method provided by the present invention, and the method can be implemented by applying the train departure combined control systems of the above embodiments, and specifically includes the following processing steps:
firstly, the vehicle-mounted ATP subsystem configures marshalling information, an ATP braking test, a train tail number and an operation mode according to configuration information input by a user, and checks the integrity state and the LTE communication state of a train.
That is, before the locomotive equipped with the vehicle-mounted ATP subsystem of the present invention is dispatched, operations such as manually inputting formation information, ATP braking test, train tail number setting, mode switching to enter a visual driving mode, etc. may be performed, and meanwhile, the integrity status of the train and the communication status with the LTE are also checked to determine whether the current operating environment has the dispatching condition.
And secondly, when determining that the departure condition is met based on the configuration result and the inspection result, the trackside controller transacts a departure route for the train according to the current running mode of the train.
That is, after the departure condition is met, the station/dispatch may handle the departure route for the train, allowing departure. When a train is dispatched to a departure route, according to different current running modes, the front of the general train can be in a visual running mode or a complete monitoring mode, and different processing flows can be respectively adopted to dispatch the train according to the two different modes.
And finally, the vehicle-mounted ATP subsystem sends out a train according to the departure route drive, acquires speed information measured by the speed measuring equipment and positioning information of the train measured by the positioning equipment in real time after the train is sent out, determines the real-time speed of the train based on the speed information, and determines the real-time position of the train based on the positioning information.
That is to say, after departure, the vehicle-mounted ATP subsystem can receive information sent by devices such as a speed measuring device, a Beidou device, a safety train tail and a ground trackside controller in real time, and through the safety computer platform, functions such as mode management, speed and distance measurement, integrity check, protection curve calculation, train positioning and position correction, overspeed protection, wheel diameter correction, automatic passing through split phase, human-computer interaction, slip protection and regression protection, non-stop switching with LKJ, data recording and dumping are realized, and finally, safe and efficient departure of the train is realized.
The train departure combined control method provided by the invention can acquire the position information and the speed information of the train in real time by improving the conventional vehicle-mounted ATP subsystem, and can effectively shorten the train interval by depending on an LTE train-ground wireless communication network, thereby improving the line passing capacity.
Optionally, the trackside controller handles a departure approach for the train according to the current driving mode of the train, including: the trackside controller identifies the current running mode of the train, if the current running mode is the visual running mode, the trackside controller handles the departure route for the train after the train is firstly departed and departed from the departure route, and upgrades the current running mode of the train to the complete monitoring mode when the train is departed according to the departure route and the train head reaches the set range of the departure signal machine on the station track; and if the current driving mode is the complete monitoring mode, handling the departure approach for the train after the front train leaves clear the conflict turnout of the two departure approaches.
It is understood that after the departure condition is determined to be present, the station/dispatch handles the departure route for the train, allowing departure. The train may be in a visual driving mode or a full monitoring mode before the departure. For a train to be dispatched in a visual driving mode, the train to be dispatched can be handled only after the train to be dispatched leaves a clear route. When the driver drives the train to the station departure signal machine, the train head is upgraded to a complete monitoring mode when approaching the station departure signal machine.
For the train to be dispatched in the complete monitoring mode, the front train can handle the departure route for the train after the front train leaves and clears the conflict turnout of the two departure routes. Meanwhile, if the train which is sent first and the train which is sent later are all trains in a complete monitoring mode, the system can also realize continuous train sending.
According to the invention, the current running mode of the train is judged firstly, and then the departure route is handled for the train in different processing modes according to different current running modes, so that the departure of the train can be controlled more reasonably by combining the actual train running environment, and the safety and reliability are stronger.
It will be appreciated that the embodiments of the system described above are merely illustrative, in that elements illustrated as separate components may or may not be physically separate, may be located in one place, or may be distributed over different network elements. Some or all of the modules can be selected according to actual needs to achieve the purpose of the scheme of the embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware. Based on such understanding, the technical solutions mentioned above may be embodied in the form of a software product, which may be stored in a computer-readable storage medium, such as a usb disk, a removable hard disk, a ROM, a RAM, a magnetic or optical disk, etc., and includes several instructions for causing a computer device (such as a personal computer, a server, or a network device, etc.) to execute the methods described in the method embodiments or some parts of the method embodiments.
In addition, it should be understood by those skilled in the art that the terms "comprises," "comprising," or any other variation thereof, in the specification of the present invention, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
In the description of the present invention, numerous specific details are set forth. However, it is understood that embodiments of the invention may be practiced without these specific details. In some instances, well-known methods, structures and techniques have not been shown in detail in order not to obscure an understanding of this description. Similarly, it should be appreciated that in the foregoing description of exemplary embodiments of the invention, various features of the invention are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the disclosure and aiding in the understanding of one or more of the various inventive aspects.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (10)
1. An on-board ATP subsystem, comprising: the system comprises a processor, and a speed measuring device, a train interface unit, a positioning device and a long term evolution LTE device which are respectively in communication connection with the processor;
the speed measuring equipment comprises an accelerometer group and speed sensors arranged on different axles, wherein the speed sensors are used for measuring the rotating speed of the axles, and the accelerometer group is used for measuring the acceleration of the train;
the train interface unit is used for connecting the vehicle-mounted ATP subsystem to a train operating platform and a traction/braking system;
the positioning equipment is used for acquiring positioning information of the train;
the long term evolution LTE equipment is used for realizing continuous real-time communication between the vehicle-mounted ATP subsystem and the trackside controller;
the processor is used for determining the real-time speed of the train based on the rotating speed measured by the speed sensor and the acceleration of the train measured by the accelerometer group, and determining the real-time position of the train based on the positioning information.
2. The vehicle ATP subsystem of claim 1, further comprising a Direct Media Interface (DMI) unit, a transponder transmission (BTM) unit, and a switching device, each communicatively coupled to the processor;
the direct media interface DMI unit is used for displaying train driving information through a display screen and receiving an operation control instruction of a user;
the transponder transmission BTM unit is used for receiving transponder information;
and the switching equipment is used for automatically switching the vehicle-mounted ATP subsystem and the train operation monitoring device LKJ without stopping when set conditions are met.
3. The vehicle-mounted ATP subsystem of claim 1, further comprising a standardized interface based on an interworking standard specification;
the standardized interface comprises a speed measuring equipment interface, a positioning equipment interface, a wireless communication interface, a switching value interface, a mobile authorization interface and a ground control system interface.
4. The vehicle ATP subsystem of any of claims 1-3, wherein the vehicle ATP subsystem employs a two-by-two safety redundancy technique.
5. The vehicle ATP subsystem of claim 1, wherein the processor is configured to perform at least one of:
carrying out train speed and distance measurement based on multi-sensor information fusion;
performing train satellite positioning based on the position information acquired by the satellite equipment;
providing a freight train safety braking model, and carrying out emergency braking through the train safety braking model;
carrying out integrity check on the train;
automatic switching between ATP and a train operation monitoring device LKJ without stopping;
and intelligently maintaining and diagnosing the vehicle-mounted equipment.
6. The vehicle ATP subsystem of claim 5, wherein the processor is further configured to perform at least one of:
the management of the working mode of the vehicle-mounted equipment under the scene of entering and exiting, shunting or guided station entering is realized;
based on the wind pressure and the Beidou positioning information, carrying out integrity check on the train;
calculating a safe speed curve based on the line information and the train driving permission;
based on the ground transponder and the Beidou positioning information, train positioning and train position correction are carried out;
performing train overspeed protection based on a train safe driving speed curve;
correcting the wheel diameter according to the information of the ground wheel diameter correction transponder;
performing an automatic passing neutral section function based on the accurate positioning of the train;
slip-away protection and degenerative protection functions;
and data recording and dumping are supported, and display and storage of operation data and fault information are maintained.
7. A train departure combined control system comprising the on-board ATP subsystem of any one of claims 1-6 and a wayside controller, the on-board ATP subsystem in continuous two-way communication with the wayside controller;
the vehicle-mounted ATP subsystem continuously transmits the position information and the speed information of the train to the trackside controller through the bidirectional communication;
and the trackside controller determines the safe driving interval of the train according to the position information and the speed information, and sends the safe driving interval to the vehicle-mounted ATP subsystem through the bidirectional communication so that the vehicle-mounted ATP subsystem can control the train to run according to the safe driving interval.
8. The train departure combined control system according to claim 7, wherein the wayside controller is specifically configured to:
and calculating the maximum braking distance of the train according to the position information and the speed information, and calculating the safe driving interval based on the maximum braking distance, the length of the train and a preset protection distance.
9. A train departure combined control method based on the train departure combined control system according to claim 7 or 8, comprising:
the vehicle-mounted ATP subsystem configures marshalling information, an ATP braking test, a train tail number and an operation mode according to configuration information input by a user, and checks the integrity state and the LTE communication state of a train;
when determining that the departure condition is met based on the configuration result and the inspection result, the trackside controller transacts a departure route for the train according to the current running mode of the train;
the vehicle-mounted ATP subsystem drives a train to be sent according to the departure route, acquires speed information measured by the speed measuring equipment and positioning information of the train measured by the positioning equipment in real time after the train is sent out, determines the real-time speed of the train based on the speed information, and determines the real-time position of the train based on the positioning information.
10. The train departure combined control method according to claim 9, wherein the wayside controller transacts a departure approach for the train according to the current train running mode, comprising:
the trackside controller identifies the current running mode of the train, if the current running mode is the visual running mode, the trackside controller handles the departure route for the train after the train is firstly departed and departed from the departure route, and upgrades the current running mode of the train to the complete monitoring mode when the train is departed according to the departure route and the train head reaches the set range of the departure signal machine on the station track;
and if the current driving mode is the complete monitoring mode, handling the departure approach for the train after the front train leaves clear the conflict turnout of the two departure approaches.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110831253.3A CN113548087A (en) | 2021-07-22 | 2021-07-22 | Vehicle-mounted ATP subsystem, train departure combined control system and method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110831253.3A CN113548087A (en) | 2021-07-22 | 2021-07-22 | Vehicle-mounted ATP subsystem, train departure combined control system and method |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN113548087A true CN113548087A (en) | 2021-10-26 |
Family
ID=78132498
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110831253.3A Pending CN113548087A (en) | 2021-07-22 | 2021-07-22 | Vehicle-mounted ATP subsystem, train departure combined control system and method |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113548087A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115158400A (en) * | 2022-06-22 | 2022-10-11 | 中铁工程设计咨询集团有限公司 | Urban rail vehicle-mounted equipment and testing method thereof |
| CN115465334A (en) * | 2022-09-13 | 2022-12-13 | 卡斯柯信号有限公司 | Train speed measurement and positioning safety platform and use method |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106560371A (en) * | 2016-05-31 | 2017-04-12 | 中国铁路总公司 | Vehicle-mounted ATP system based on vehicle-mounted positioning and acceleration sensor |
| CN106696994A (en) * | 2016-12-19 | 2017-05-24 | 交控科技股份有限公司 | Vehicle front sliding protection method and vehicle-mounted ATP |
| KR20180015786A (en) * | 2016-08-03 | 2018-02-14 | 한국철도기술연구원 | Train-to-train communication based preceding train discovery and the integrity checking method |
| CN109649449A (en) * | 2018-12-26 | 2019-04-19 | 交控科技股份有限公司 | The Arrangement of responder method of vehicle-mounted ATP and the not parking automatic switchover of LKJ control |
| CN112519836A (en) * | 2020-12-15 | 2021-03-19 | 交控科技股份有限公司 | Automatic train operation system switching method and system |
| CN113022659A (en) * | 2021-03-27 | 2021-06-25 | 卡斯柯信号有限公司 | Train control system and control method suitable for air rail freight system |
-
2021
- 2021-07-22 CN CN202110831253.3A patent/CN113548087A/en active Pending
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106560371A (en) * | 2016-05-31 | 2017-04-12 | 中国铁路总公司 | Vehicle-mounted ATP system based on vehicle-mounted positioning and acceleration sensor |
| KR20180015786A (en) * | 2016-08-03 | 2018-02-14 | 한국철도기술연구원 | Train-to-train communication based preceding train discovery and the integrity checking method |
| CN106696994A (en) * | 2016-12-19 | 2017-05-24 | 交控科技股份有限公司 | Vehicle front sliding protection method and vehicle-mounted ATP |
| CN109649449A (en) * | 2018-12-26 | 2019-04-19 | 交控科技股份有限公司 | The Arrangement of responder method of vehicle-mounted ATP and the not parking automatic switchover of LKJ control |
| CN112519836A (en) * | 2020-12-15 | 2021-03-19 | 交控科技股份有限公司 | Automatic train operation system switching method and system |
| CN113022659A (en) * | 2021-03-27 | 2021-06-25 | 卡斯柯信号有限公司 | Train control system and control method suitable for air rail freight system |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115158400A (en) * | 2022-06-22 | 2022-10-11 | 中铁工程设计咨询集团有限公司 | Urban rail vehicle-mounted equipment and testing method thereof |
| CN115465334A (en) * | 2022-09-13 | 2022-12-13 | 卡斯柯信号有限公司 | Train speed measurement and positioning safety platform and use method |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN109664923B (en) | Urban rail transit train control system based on vehicle-vehicle communication | |
| CN109677466B (en) | Automatic control system of light train for China heavy haul railway | |
| CN108725520B (en) | Train operation control system suitable for low-density railway | |
| CN101600613B (en) | System, method and computer software code for remotely assisted operation of a railway vehicle system | |
| CN101941451B (en) | Intermittent train control system | |
| CA2489001C (en) | Integrated railroad systems | |
| CN107284471A (en) | A kind of CBTC systems based on truck traffic | |
| CN109774748A (en) | Train overspeeding protection's method, Vehicle Controller and train based on truck traffic | |
| EP2746132A1 (en) | Ctcs level-3 onboard automatic train operation device and rail transit car | |
| CN113548087A (en) | Vehicle-mounted ATP subsystem, train departure combined control system and method | |
| CN113562023A (en) | Communication-based train operation control method with train positioning and integrity judgment | |
| WO2017071465A1 (en) | Unmanned freight transport system and transport method | |
| CN108189868B (en) | Shunting monitoring method and system for self-wheel running special equipment | |
| CN103129586A (en) | Locomotive position monitoring and safety controlling device based on track circuit and control method thereof | |
| CN109318940A (en) | Train automatic Pilot method, apparatus and system | |
| US11385066B2 (en) | Vehicle navigation and control system and method | |
| WO2017219655A1 (en) | Rail vehicle system | |
| CN113002565A (en) | Intelligent network connection strapdown system and operation control method | |
| AU2019283832A1 (en) | Rail transport system | |
| CN113247052B (en) | Train positioning method and system | |
| AU2017202262A1 (en) | Rail transport system | |
| CN114394128B (en) | Train control method and system, vehicle-mounted subsystem and trackside resource management subsystem | |
| CN113415318B (en) | Train coupling marshalling auxiliary protection system and protection method | |
| CN113022659A (en) | Train control system and control method suitable for air rail freight system | |
| Blumenschein et al. | Concept for autonomous shunting with an intelligent and self-actuating freight wagon |
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 |
Application publication date: 20211026 |
|
| RJ01 | Rejection of invention patent application after publication |