CN113788049B - Train safety protection method and system based on cooperative formation - Google Patents
Train safety protection method and system based on cooperative formation Download PDFInfo
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- CN113788049B CN113788049B CN202111344529.1A CN202111344529A CN113788049B CN 113788049 B CN113788049 B CN 113788049B CN 202111344529 A CN202111344529 A CN 202111344529A CN 113788049 B CN113788049 B CN 113788049B
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- 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 vehicle trains
- B61L23/34—Control, warnings or like safety means indicating the distance between vehicles or vehicle trains by the transmission of signals therebetween
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
- B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems
- B61B1/005—Rail vehicle marshalling systems; Rail freight terminals
Abstract
The invention relates to a train safety protection method and system based on cooperative formation. According to the scheme of the invention, communication exists between the trains, and train-vehicle cooperative formation can be realized, so that a smaller train tracking distance is expected to be obtained. The scheme of the invention adopts a vehicle-vehicle communication mode to control the trains to cooperatively marshal and run, thereby canceling the actual coupler of the linked train and replacing the actual coupler with a virtual link, thereby avoiding the physical contact between the train bodies, avoiding the abrasion of the train bodies, simultaneously the marshalling quantity can not be restricted by physical scale to a great extent, and the marshalling quantity has no upper limit theoretically.
Description
Technical Field
The invention relates to a train safety protection method and system, belongs to the field of rail transit, and particularly relates to a train safety protection method and system based on cooperative formation.
Background
With the great development and deep application of rail transit signal and control specialties, the rail industry demand market puts higher requirements on various aspects of train technology, including the marshalling operation problem of trains. The current communication-based Train Control Communication Based Train Control (CBTC) operation mode based on the mobile block tracking mode shortens the tracking distance between trains to a great extent compared with the fixed block mode, and protects the Train operation state and the line position by adopting a Train-ground bidirectional real-time communication mode. The application of the train reconnection technology also effectively increases the line operation capacity. However, the flexibility of line operation is not enough, and the traditional time-sharing fixed departure mode is difficult to adapt to the actual demand in the operation scene with seasonal passenger flow change or large daily passenger flow peak-valley change. The method is limited by a track single-train tracking mode, the tracking distance between trains is long, too much track resources are wasted, the rail transit is a high-cost input item originally, a target group is the general public, and economic benefits, operation efficiency and the like are considered as much as possible. In addition, the train reconnection technology is limited by factors such as physical wear of a car body by a car coupler, line length, physical characteristics of the car body and the like, and can only be operated by limited train reconnection marshalling.
The existing CBTC operation mode based on train-ground communication cannot realize train-to-train communication and cannot realize cooperative formation operation among trains, so that the tracking distance among trains is difficult to further reduce, line resources are greatly wasted, and the line operation efficiency is limited.
In the existing train reconnection technology, the linkage of a train and a train is realized by an actual coupler, so that the actual contact between train bodies is caused, and because the train has huge mass and huge inertia, the train bodies are abraded at all times during operation, so that the maintenance is difficult and the maintenance cost is overhigh; and due to the limitation of the line scale and the physical characteristics of the trains, the number of the trains participating in reconnection cannot be too large, and the line capacity is improved by a small amount instead of a qualitative leap.
Therefore, the improvement of train communication in the prior art to meet the requirements of train safety protection and adaptation to different application scenarios is a technical problem which needs to be solved urgently at present.
Disclosure of Invention
The following presents a simplified summary of one or more aspects in order to provide a basic understanding of such aspects. This summary is not an extensive overview of all contemplated aspects, and is intended to neither identify key or critical elements of all aspects nor delineate the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed description that is presented later.
The invention mainly aims to solve the technical problems that in the prior art, train tracking in a CBTC mode is a single-train running mode, the realized communication process is train-ground communication, and train-train coordination is difficult to realize, so that the tracking distance between trains is too large, the circuit use sufficiency is not enough, and the resource waste is serious, and provides a train safety protection method, a system and a device based on coordinated formation. According to the scheme of the invention, communication exists between the trains, and train-vehicle cooperative formation can be realized, so that a smaller train tracking distance is expected to be obtained.
The invention also aims to solve the technical problems that in the prior art, the physical abrasion of a train reconnection technology to a train is serious, so that the maintenance is difficult, the maintenance frequency is high, the maintenance cost is overlarge, the train reconnection is limited by the actual line scale and the huge physical characteristics of the train, and the number of trains which can participate in reconnection at each time is limited, and provides a cooperative formation-based train safety protection method, system and device. The scheme of the invention adopts a vehicle-vehicle communication mode to control the trains to cooperatively marshal and run, thereby canceling the actual coupler of the linked train and replacing the actual coupler with a virtual link, thereby avoiding the physical contact between the train bodies, avoiding the abrasion of the train bodies, simultaneously the marshalling quantity can not be restricted by physical scale to a great extent, and the marshalling quantity has no upper limit theoretically.
In order to solve the problems, the scheme of the invention is as follows:
a train safety protection method based on cooperative communication comprises the following steps: a cooperative operation step, wherein the cooperative operation step organizes a plurality of trains into a group, and specifically comprises the following steps:
sharing the speed position and the current running state of each train between the front adjacent train and the rear adjacent train based on the adjacent train communication module;
setting a first vehicle and a tail vehicle in the marshalling to run in a CBTC mode, and sharing self information and tracking front information with adjacent vehicles;
and setting the train between the first train and the tail train in the train group as a tracking mode, wherein the tracking mode is based on the tracked safe tail position of the front train and runs along with the front train.
Preferably, in the above train safety protection method based on cooperative communication, when trains on different lines are to be added into an existing marshalling, a train head adding mode is adopted, in the train head adding mode, a train to be added establishes communication with an original marshalling in advance, a siding train enters a main line and forms a new marshalling before the original marshalling, the newly added train operates according to a CBTC mode, and a first train of the original marshalling is set to be a tracking mode.
Preferably, in the above train safety protection method based on cooperative communication, when trains on different lines are to be added into an existing marshalling, a train adding in team mode is adopted, in the train adding in team mode, a train to be added is communicated with the marshalling in advance, the train passes through a siding point before a new train adding position to decelerate and stop, and a safety margin for stopping after the train to be added enters a main line is reserved; and stopping the train before passing through the siding point after the position of the newly added train, tracking the tail of the safety train of the front train and stopping the train after the newly added train enters the main line, and reestablishing train-to-train communication by a newly-organized train as a whole to cooperate with the forward operation.
Preferably, in the above train safety protection method based on cooperative communication, when trains on different lines are to be added into an existing marshalling, a car tail adding mode is adopted, in the car tail adding mode, a car to be added establishes communication with an original marshalling car in advance, and after the car tail of the original marshalling car passes through a siding point, a siding train enters a main line and forms a new marshalling.
Preferably, the train safety protection method based on cooperative communication includes a cooperative grouping step, specifically:
a train automatic monitoring system ATS sends a marshalling command to a line controller LC;
the line controller LC responds to a marshalling command sent by the automatic train monitoring system ATS, informs an automatic train protection ATP to set a first train to be in a first mode, and sends self information to a sharing center;
the train automatic monitoring system ATS sends a train-to-train communication command and a marshalling command to the line controller LC;
the line controller LC responds to the train-to-train communication command and the marshalling command sent by the automatic train monitoring system ATS, informs the automatic train protection ATP to set the train to be marshalled into a second mode, and sends the information of the line controller LC to the sharing center;
and the line controller LC feeds back marshalling information to the automatic train monitoring system ATS based on the received information sent by the automatic train protection ATP.
Preferably, the train safety protection method based on cooperative communication includes a cooperative decompiling step, specifically:
the train protection under the traditional CBTC mode is recovered between the trains, and then the train-to-vehicle communication is interrupted.
A cooperative communication based train safety protection system comprises:
the adjacent vehicle communication module is used for sharing the speed position and the current running state with the front and the rear adjacent vehicles;
the train controller can be set to be in a CBTC mode and a tracking mode; wherein:
the train runs on a line under the control of the CBTC mode, and shares self information and tracking front information with a rear train in the train group;
the tracking mode follows the preceding vehicle based on the tracked safe rear position of the preceding vehicle.
Therefore, the invention has the advantages that:
(1) the invention relates to a train safety protection method based on a cooperative formation technology, which realizes information interaction between trains by adopting a vehicle-to-vehicle communication means, so that each train knows all running information of front and rear trains adjacent to the train, the position of the safe tail of the front train is directly tracked according to a speed-distance curve, a tracking distance smaller than a CBTC tracking mode is obtained, each train occupies less line resources, and the maximization of line utilization efficiency is realized;
(2) the invention adopts the train safety protection based on the cooperative marshalling, is different from the conventional train dispatching according to the time-sharing form, can realize the simultaneous dispatching of a plurality of trains, so as to realize the operation flexibility in coping with the peak passenger flow scene and improve the operation service capability and the economic benefit;
(3) the invention cancels the actual physical link-car coupler used in the traditional marshalling, avoids the physical abrasion between train bodies, greatly reduces the maintenance difficulty and the maintenance cost, and realizes higher economic benefit.
Drawings
The accompanying drawings, which are incorporated herein and form a part of the specification, illustrate embodiments of the present invention and, together with the description, further serve to explain the principles of the invention and to enable a person skilled in the pertinent art to make and use the disclosure.
FIG. 1 illustrates a vehicle-to-vehicle communication diagram in an embodiment of the present invention;
FIG. 2 illustrates a schematic diagram of an adjacent vehicle communication matrix in an embodiment of the invention;
FIG. 3 illustrates a schematic diagram of intra-consist bicycle tracking principles in an embodiment of the present invention;
FIG. 4 illustrates a static grouping diagram in an embodiment of the invention;
FIG. 5 illustrates a dynamic grouping diagram in an embodiment of the invention;
FIG. 6 illustrates a schematic view of a beginning of train loading in an embodiment of the present invention;
FIG. 7 illustrates a schematic view of a team during a maneuver in accordance with an embodiment of the present invention;
FIG. 8 illustrates a schematic view of a tail truck in an embodiment of the present invention;
fig. 9 illustrates a group decoding diagram in an embodiment of the present invention.
Embodiments of the present invention will be described below with reference to the accompanying drawings.
In the figure, Communication-Based Train Control Communication Based Train Control (CBTC), automatic Train monitoring (ATS), Automatic Train Protection (ATP), Line Controller (LC), Transportation Management System (TMS), and Train reconnection Train connection (TR).
Detailed Description
Examples
The embodiment provides a train safety protection method, system and device based on cooperative formation.
As shown in fig. 1, on the premise of vehicle-to-vehicle communication, after the speed measurement and positioning of the train itself, the train shares information such as its speed position, current running state, and the like with the front and rear adjacent vehicles through a communication means, as shown in fig. 1; the rear vehicle directly tracks the safe rear position of the front vehicle according to the comprehensive information;
the present embodiment designs the train communication mode as adjacent train communication, i.e. the train can keep communication with its front and rear trains (if there is a front train or a rear train), then the communication matrix is as shown in fig. 2.
As shown in fig. 3, the intra-consist single car tracking principle is designed for this embodiment. The method comprises the following steps that a first vehicle (i = 1) in a marshalling operates on a line according to a CBTC mode, and shares self information and tracking front information with a rear vehicle in the marshalling; tracking trains (i =2,3,4, …) in a speed-distance curve mode for the safe rear position of the respective lead vehicle; the tail of the tail car (i = n) is also processed according to the CBTC principle. At this point, the consist as a whole is handled as a train in the system, and the train tail should be tailscreened according to the CBTC principles.
The embodiment mainly lies in the design of a train collaborative formation method, and the design of a formation scheme is as follows: each train in the consist operates in a tracking mode as illustrated in fig. 3, and operates cooperatively in an adjacent train communication mode as illustrated in fig. 2; the grouping process is divided into a static grouping as shown in fig. 4 and a dynamic grouping as shown in fig. 5. In the case of static coupling, the applicable situation is a parking train inspection warehouse or a specific area of a vehicle section, a main line parking line, a terminal station rear return line, a specific station, and the like. And for dynamic coupling, it applies to: the middle-low speed continuous hanging (carrying passenger car or empty car) in the positive line motion. Because the actual physical dimensions of a train are large and all its activities involve huge kinetic energy, it is necessary to distinguish all dynamic processes on the track (non-safety measurement) from stationary situations (safety measurement for parking).
Because of the large physical dimensions of a train and the enormous kinetic energy that all its activities imply, it is necessary to distinguish all dynamic processes on the track (non-safety measurement) from the stationary situation (safety measurement of the stopping of a train)
In addition to the aforementioned train formation, there are also in-line train reconfiguration situations, which are described below in connection with fig. 6-8.
As shown in fig. 6, which is a schematic diagram of a train head during adding, a train to be added establishes communication with an original marshalling in advance, a siding train enters a main line and before the original marshalling, the train head runs according to CBTC, the original marshalling head train becomes a tracking train, the added train safety tail is tracked according to a speed-distance mode, and the rest is unchanged;
as shown in fig. 7, which is a schematic diagram of a train joining in a team, a train to be joined is communicated with a marshalling in advance, the train is decelerated and stopped at a siding point before a new train joining position, a safety margin for stopping after the train to be joined enters a main line is reserved, the train is stopped before the siding point after the new train joining position, the train to be joined enters the main line, the tail of the safety tail of the front train is tracked and stopped, the train-to-train communication is reestablished by the new marshalling as a whole, and the train-to-train communication is cooperated to move forwards.
FIG. 8 is a schematic view of a vehicle during a vehicle rear loading; when a joining vehicle establishes communication with an original marshalling vehicle in advance, the tail of the original marshalling vehicle passes through a siding point, and a siding train enters a main line and tracks the tail of the original vehicle marshalling vehicle; and as a tail car in the marshalling, the head of the tail car tracks the tail of the front car according to a speed-distance mode, the tail of the tail car is equivalent to the tail of the whole marshalling, and tail screening treatment is carried out according to the CBTC principle.
After the operation process is finished as described above, the marshalling train needs to be disassembled in the field section, and the process is as follows:
the marshalling train is driven to a parking train inspection library or a specific area of a vehicle section; or the marshalling train is driven to a main line parking line; or the marshalling train turns back the line after starting to the terminal station; or marshalling the train to a specific platform; or directly performing de-knitting in the positive line operation;
the train protection under the traditional CBTC mode is recovered between the trains, and then the train-to-train communication is interrupted; in the main line area, after a train in the first train and the queue in the team selects a compiling resolving mode and then a master control key is started, a vehicle-mounted signal system carries out self-checking, the first train starts in a CBTC mode, then the train sequentially restores the CBTC mode, train-to-train communication is interrupted, and train compiling resolving is completed; in the vehicle section garage line area, after a first Train and a Train in a team select a decompiling Mode and then start a master control key, a vehicle-mounted signal system carries out self-checking, the first Train starts in an RM Mode, and then the Train starts in an RM Mode for limiting manual driving (managed Train Operating Mode) in sequence, the Train communication is interrupted, and decompiling is completed;
based on the above description, the embodiment of the invention realizes information interaction between trains by means of vehicle-to-vehicle communication, so that each train knows all running information of front and rear trains adjacent to the train, the safe tail position of the train ahead of the train is directly tracked according to a speed-distance curve, a smaller tracking distance than a CBTC tracking mode is obtained, each train occupies less line resources, and the line utilization efficiency is maximized;
the embodiment adopts the train safety protection based on the cooperative marshalling, and has the greatest advantages that the method is different from the conventional method that trains are dispatched according to a time-sharing list, and can realize simultaneous dispatching of a plurality of trains, so that the operation flexibility in coping with a peak passenger flow scene is realized, and the operation service capacity and the economic benefit are improved;
the practical physical link-car coupler used in the traditional marshalling is omitted, the physical abrasion between train bodies is avoided, the maintenance difficulty and the maintenance cost are greatly reduced, and therefore higher economic benefit is achieved.
It is noted that references in the specification to "one embodiment," "an example embodiment," "some embodiments," etc., indicate that the embodiment described may include a particular feature, structure, or characteristic, but every embodiment may not necessarily include the particular feature, structure, or characteristic. Moreover, such phrases are not necessarily referring to the same embodiment. Further, when a particular feature, structure, or characteristic is described in connection with an embodiment, it is submitted that it is within the knowledge of one skilled in the art to effect such feature, structure, or characteristic in connection with other embodiments whether or not explicitly described.
The previous description of the disclosure is provided to enable any person skilled in the art to make or use the disclosure. Various modifications to the disclosure will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other variations without departing from the spirit or scope of the disclosure. Thus, the disclosure is not intended to be limited to the examples and designs described herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (3)
1. A train safety protection method based on cooperative communication is characterized by comprising the following steps: a cooperative operation step, wherein the cooperative operation step organizes a plurality of trains into a group, and specifically comprises the following steps:
sharing the speed position and the current running state of each train between the front adjacent train and the rear adjacent train based on the adjacent train communication module;
setting a first train and a tail train in a marshalling to run in a communication-based train control mode and sharing self information and tracking front information with adjacent trains;
setting a train between a first train and a tail train in a train group as a tracking mode, wherein the tracking mode follows the front train to run based on the tracked safe tail position of the front train;
when trains on different lines are to be added into the existing marshalling, one of a train head adding mode, a train in team adding mode and a train tail adding mode is adopted;
in the train head adding mode, a train to be added is communicated with an original marshalling in advance, a siding train enters a main line and forms a new marshalling before the original marshalling, the newly added train operates according to a train control mode based on communication, and the original marshalling first train is set to be a tracking mode;
in the team vehicle adding mode, a vehicle to be added is communicated with marshalling in advance, a train passes through a lateral line point to decelerate and stop before a new vehicle adding position, and a safety margin for stopping the vehicle to be added after the vehicle to be added drives into a positive line is reserved; stopping the train before passing through the siding point after the position of the newly added train, tracking the tail of the safety train of the front train and stopping the train when the newly added train enters the main line, reestablishing train-to-train communication integrally by a new group, and cooperatively operating forwards; in the vehicle tail adding mode, a vehicle to be added is communicated with an original marshalling vehicle in advance, and after the tail of the original marshalling vehicle passes through a siding point, a siding train enters a main line and forms a new marshalling.
2. The cooperative communication-based train safety protection method according to claim 1, further comprising a cooperative grouping step, specifically:
a train automatic monitoring system ATS sends a marshalling command to a line controller LC;
the line controller LC responds to a marshalling command sent by the automatic train monitoring system ATS, informs an automatic train protection ATP to set a first train to be in a first mode, and sends self information to a sharing center;
the train automatic monitoring system ATS sends a train-to-train communication command and a marshalling command to the line controller LC;
the line controller LC responds to the train-to-train communication command and the marshalling command sent by the automatic train monitoring system ATS, informs the automatic train protection ATP to set the train to be marshalled into a second mode, and sends the information of the line controller LC to the sharing center;
and the line controller LC feeds back marshalling information to the automatic train monitoring system ATS based on the received information sent by the automatic train protection ATP.
3. The cooperative communication-based train safety protection method according to claim 1, further comprising a cooperative de-compilation step, specifically:
the train protection under the traditional communication-based train control mode is restored between the trains, and then the train-to-vehicle communication is interrupted.
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