CN113844501B - Train control system type switching method and device - Google Patents

Train control system type switching method and device Download PDF

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Publication number
CN113844501B
CN113844501B CN202110980532.6A CN202110980532A CN113844501B CN 113844501 B CN113844501 B CN 113844501B CN 202110980532 A CN202110980532 A CN 202110980532A CN 113844501 B CN113844501 B CN 113844501B
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train
switched
control system
mode
switching
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CN113844501A (en
Inventor
张楠乔
许玲玲
郑志敏
朱波
赵安安
刘龙
曾重阳
蔚彦召
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CRSC Urban Rail Transit Technology Co Ltd
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CRSC Urban Rail Transit Technology Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control

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  • 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 system switching method and a device for a column control system, wherein the method comprises the following steps: when a train enters a common area, acquiring a movement authorization and a scheduling command corresponding to a system to be switched, controlling the running of the train by using the movement authorization corresponding to the current system, and executing train running adjustment by using the scheduling command corresponding to the current system; when the train reaches a switching point corresponding to the system to be switched, selecting a mobile authorization with higher supported train running speed from the mobile authorization corresponding to the system to be switched and the mobile authorization corresponding to the current system as a target mobile authorization to control the train running; and automatically switching the train control system of the train into a system to be switched, controlling the train to run in a driving mode corresponding to the system to be switched, and executing train running adjustment by using a scheduling command corresponding to the system to be switched. The invention can ensure that the train can realize the switching of the train control system under the condition of not reducing the speed.

Description

Train control system type switching method and device
Technical Field
The present invention relates to the field of train control technologies, and in particular, to a system switching method and device for a train control system.
Background
CBTC (Communication Based Train Control, communication-based train control) train control systems are communication-based train operation control systems, which have been widely used in urban rail transit lines. The system consists of ZC (Zone Controller), CI (Computer Interlocking, computer interlock), ATS (Automatic Train Supervision, automatic train monitoring), vehicular ATP (Automatic Train Protection ), ATO (Automatic Train Operation, automatic train operation) and AOM (ASSISTANT OPERATION MODULE, auxiliary driving equipment), wherein the equipment is connected in a wired or wireless communication mode and distributed at the places such as trains, trackside, stations, control centers, field sections and the like.
The CTCS (CHINESE TRAIN Control System, china train operation Control System) train Control System is a train Control technical System which is uniformly planned for a railway passenger train Control System. The CTCS-2 level train control system is based on the transponder and the track circuit for information transmission, and a driver drives according to vehicle-mounted signals, and is widely used for passenger lines of 200-250 km/h. The system consists of a vehicle-mounted ATP, ATO, CCS (Communication Control Server, a communication control server), a TCC (Train Control Center, a train control center), a track circuit, a transponder, a TSRS (Temporary Speed Restriction Server, a temporary speed limiting server), a CI (control center) and a CTC (Centralized Traffic Control, a dispatching center), wherein all the devices are connected in a wired or wireless communication mode and distributed at places such as a train, a trackside, a station, a control center and a field section.
However, the CBTC train control system and the CTCS-2 train control system are applied to the urban rail transit line and the railway passenger dedicated line respectively, and interconnection and intercommunication are not realized yet, so that the current inter-city (urban) railway construction requirements cannot be met.
Disclosure of Invention
The invention provides a system switching method and device for a train control system, which are used for solving the defect that a CBTC train control system and a CTCS-2 train control system cannot run across a line in the prior art.
The invention provides a system switching method of a column control system, which comprises the following steps:
when a train enters a common area, acquiring a movement authorization and a scheduling command corresponding to a system to be switched, controlling the train to run by using the movement authorization corresponding to the current system, and executing train running adjustment by using the scheduling command corresponding to the current system;
When the train reaches a switching point corresponding to the system to be switched, selecting a mobile authorization with higher supported train running speed from the mobile authorization corresponding to the system to be switched and the mobile authorization corresponding to the current system as a target mobile authorization to control the train running;
and automatically switching the train control system of the train into the system to be switched, controlling the train to run in a driving mode corresponding to the system to be switched, and executing train running adjustment by using a scheduling command corresponding to the system to be switched.
According to the method for switching the train control system mode provided by the invention, the current driving mode of the train is switched to the driving mode corresponding to the system mode to be switched, the train operation adjustment is executed by using the scheduling command corresponding to the system mode to be switched, and then the method further comprises the following steps:
And disconnecting communication between control servers corresponding to the current system mode.
According to the method for switching the column control system provided by the invention, when the current system is a CBTC column control system and the system to be switched is a CTCS-2 column control system, the method further comprises the following steps:
And before the train enters the common management area, receiving and analyzing the CTCS-2 train control system type transponder arranged on the ground to acquire the front line gradient, the line speed, the track section and the track circuit carrier frequency.
The system switching method of the column control system provided by the invention further comprises the following steps:
if the train has faults which cannot relieve emergency braking, positioning loss faults, analysis faults of a CTCS-2 train control system transponder or acquisition faults of system type movement authorization to be switched, receiving first input information of a system type change-over switch, and switching the train control system type of the train into a CTCS-2 train control system type in response to the first input information.
The system switching method of the column control system provided by the invention further comprises the following steps:
If the train is in FAM mode or CAM mode, the automatic switching fails, the train is controlled to run in CBTC train control system mode, and the train is controlled to drop to CM-C mode or rise to AM-C mode before the train runs to the boundary of the common management area on the line side of the corresponding CTCS-2 train control system mode.
The system switching method of the column control system provided by the invention further comprises the following steps:
When the train has wireless communication fault or the ground equipment fault exists on the CBTC train control system line, if the train still has RM mode when reaching the switching point corresponding to the CTCS-2 train control system, the train is controlled to be switched from RM mode to FS mode.
According to the method for switching the column control system provided by the invention, when the current system is a CTCS-2 column control system and the system to be switched is a CBTC column control system, the method further comprises the following steps:
If the train is in the PS mode or the OS mode or the system to be switched is in the system movement authorization acquisition fault, receiving second input information of a system change-over switch, and switching the train control system of the train into a CBTC train control system in response to the second input information.
The system switching method of the column control system provided by the invention further comprises the following steps:
When the train reaches a switching point corresponding to the system to be switched, if the train running speed supported by the system to be switched is lower than the train running speed supported by the current system, controlling the train to keep the current system until the train running speed supported by the system to be switched is higher than the train running speed supported by the current system, automatically switching the train control system of the train into the system to be switched, and controlling the train to run in a driving mode corresponding to the system to be switched;
Or, executing braking operation on the train until the train is stopped, automatically switching the train control system of the train into the system to be switched, and controlling the train to run in a driving mode corresponding to the system to be switched.
According to the train control system type switching method provided by the invention, the length of the common management area is determined based on at least one of the length of the train, the communication time-consuming running distance and the screening time-consuming running distance of the train, and the braking stopping distance of the train when running at the highest running speed;
wherein the communication time-consuming running distance is the distance that the train runs at the highest running speed during the period that the vehicle-mounted ATP and the ZC establish communication;
The screening time-consuming travel distance is a distance that the train travels at a highest travel speed during a screening distance is reached until passing the ZC.
The invention also provides a system switching device of the column control system, which comprises:
The information acquisition unit is used for acquiring the movement authorization and the scheduling command corresponding to the system to be switched when the train enters the common area, controlling the train to run by the movement authorization corresponding to the current system, and executing train running adjustment by using the scheduling command corresponding to the current system;
the mobile authorization switching unit is used for selecting a mobile authorization with higher supported train running speed from the mobile authorization corresponding to the system to be switched and the mobile authorization corresponding to the current system as a target mobile authorization to control the train running when the train reaches a switching point corresponding to the system to be switched;
The system switching unit is used for automatically switching the train control system of the train into the system to be switched, controlling the train to run in a driving mode corresponding to the system to be switched, and executing train running adjustment by using a scheduling command corresponding to the system to be switched.
The invention also provides an electronic device comprising a memory, a processor and a computer program stored in the memory and capable of running on the processor, wherein the processor realizes the steps of any one of the train control system type switching methods when executing the computer program.
The present invention also provides a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, implements the steps of a column control system switching method as described in any of the above.
According to the train control system mode switching method and device, when a train enters a common area, a mobile authorization and a scheduling command corresponding to a system mode to be switched are obtained, and when the train reaches a switching point corresponding to the system mode to be switched, a supported mobile authorization with higher train operation speed is selected from the mobile authorization corresponding to the system mode to be switched and the mobile authorization corresponding to the current system mode and is used as a target mobile authorization to control the train operation, so that the train control system mode of the train is automatically switched to the system mode to be switched.
Drawings
In order to more clearly illustrate the invention or the technical solutions of the prior art, the following description will briefly explain the drawings used in the embodiments or the description of the prior art, and it is obvious that the drawings in the following description are some embodiments of the invention, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic flow chart of a system switching method of a column control system provided by the invention;
FIG. 2 is a schematic diagram of the system for switching from CBTC train control to CTCS-2 train control according to the present invention;
FIG. 3 is a schematic diagram of the present invention for switching from CTCS-2 to CBTC;
fig. 4 is a schematic structural diagram of a column control system switching device provided by the present invention;
fig. 5 is a schematic structural diagram of an electronic device provided by the present invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is apparent that the described embodiments are some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
Fig. 1 is a flow chart of a system switching method of a column control system according to an embodiment of the present invention, as shown in fig. 1, where the method includes:
step 110, when the train enters the common area, obtaining the movement authorization and the scheduling command corresponding to the system to be switched, controlling the train to run by the movement authorization corresponding to the current system, and executing the train running adjustment by using the scheduling command corresponding to the current system.
Specifically, as shown in fig. 2 and 3, a common management area is set between the CBTC column control system line and the CTCS-2 column control system line, and the common management area is composed of part of jurisdictions of two column control system lines. Wherein the ZC movement authorization and the TCC movement authorization can be overlapped in a crossing way, namely: the ZC mobile authorization terminal point can reach the common management area boundary of the CTCS-2 column control system line side at the maximum, and the TCC mobile authorization terminal point can reach the common management area boundary of the CBTC column control system line side at the maximum. In practical engineering application, the control boundary of the CBTC train control system line and the CTCS-2 train control system line can be used as the common management area boundary of the CBTC train control system line side. If the common management area comprises a turnout, the turnout control right attribution can be determined according to the engineering actual condition.
When a train (controlled by vehicular ATP and ATO, the same applies below) enters a common area, a movement authorization and a scheduling command corresponding to a system to be switched are obtained, the train operation is controlled by the movement authorization corresponding to the current system, and the train operation adjustment is executed by using the scheduling command corresponding to the current system.
When the train needs to be switched from the CBTC train control system to the CTCS-2 train control system, the current system is the CBTC train control system, and the system to be switched is the CTCS-2 train control system. In this case, the train is in AM-C mode (Automatic Train Operating Mode-Continuous Train Control, automatic train driving mode under continuous train control level) or CM-C mode (Coded Train Operating Mode-Continuous Train Control, automatic train protection mode under continuous train control level) and is operated in CBTC train control system mode. When the train enters the common management area, the track circuit information is received and parsed to obtain TCC movement authorization, and communication is established with the CCS to obtain scheduling command information. At this time, the train still keeps the system of CBTC train control system, and the ZC movement authorization is used for controlling the train operation. Wherein, the ZC mobile authorization terminal point is the common management area boundary of the CTCS-2 column control system line side. Meanwhile, train operation adjustment is performed using the ATS scheduling command.
When the train needs to be switched from the CTCS-2 train control system to the CBTC train control system, the current system is the CTCS-2 train control system, and the system to be switched is the CBTC train control system. In this case, the train is in AM Mode (Automatic Mode) or FS Mode (Full Supervision Mode, full monitoring Mode) and is operated in the CTCS-2 train control system line. After the train completely enters the common management area, registration is initiated to the ZC, train position information is reported to the ZC, and communication is initiated to the ATS to acquire information such as a scheduling command. After the ZC finishes screening for the train and meets other conditions, the ZC mobile authorization is replied to the train, the ATS matches the train operation plan for the train, and information such as a scheduling command is sent to the train. The train receives and analyzes ZC movement authorization and ATS scheduling command, and at this time, the train still maintains the CTCS-2 train control system, and uses TCC movement authorization to control the train operation. The TCC movement authorization terminal point is a common management area boundary of a CBTC train control system line side. Meanwhile, train operation adjustment is performed using CCS scheduling commands.
And 120, when the train reaches a switching point corresponding to the system to be switched, selecting a movement authorization with higher supported train operation speed from movement authorizations corresponding to the system to be switched and movement authorizations corresponding to the current system as a target movement authorization to control train operation.
Specifically, the train continues to run. When the train needs to be switched from the CBTC train control system mode to the CTCS-2 train control system mode, after the train reaches a switching point of the CTCS-2 train control system mode (the switching point can be configured in vehicle-mounted electronic map data), a movement authorization allowing the train to run at a higher speed (namely, TCC movement authorization, and the endpoint of the movement authorization is beyond the boundary of the common management area on the line side of the CTCS-2 train control system mode) is selected to control the train to run. When the train needs to be switched from the CTCS-2 train control system to the CBTC train control system, after the train reaches a CBTC train control system switching point (the switching point can be configured in vehicle-mounted electronic map data), a movement authorization (namely ZC movement authorization, the terminal point of which is beyond the boundary of a common management area on the line side of the CBTC train control system) which allows the running speed of the train to be higher is selected to control the running of the train.
Because the train enters the common management area and the movement authorization corresponding to the system to be switched is acquired before the train reaches the control boundary corresponding to the current system, when the train reaches the switching point, the running speed of the train allowed by the movement authorization corresponding to the system to be switched is higher than the running speed of the train allowed by the movement authorization corresponding to the current system, so that the train is controlled to run by utilizing the movement authorization corresponding to the system to be switched, and the train can be ensured to realize the switching of the system to be controlled under the condition of not slowing down.
And 130, automatically switching the train control system of the train into a system to be switched, controlling the train to run in a driving mode corresponding to the system to be switched, and executing train running adjustment by using a scheduling command corresponding to the system to be switched.
Specifically, when the train is required to be switched from the CBTC train control system to the CTCS-2 train control system, the train control system of the train is automatically switched from the CBTC train control system to the CTCS-2 train control system, the train driving mode is automatically switched from an AM-C mode (or a CM-C mode) to an AM mode (or an FS mode), train operation adjustment is performed by using a CCS scheduling command, and meanwhile, a driver is prompted on a vehicle-mounted MMI that the CTCS-2 train control system is switched.
When the train is required to be switched from the CTCS-2 train control system to the CBTC train control system, the train control system of the train is automatically switched from the CTCS-2 train control system to the CBTC train control system, the train driving mode is automatically switched from an AM mode (or an FS mode) to an AM-C mode (or a CM-C mode), train operation adjustment is performed by using an ATS scheduling command, and meanwhile, a driver is prompted on a vehicle-mounted MMI that the CBTC train control system is switched.
According to the method provided by the embodiment of the invention, when a train enters a common area, a movement authorization and a scheduling command corresponding to a system to be switched are acquired, and when the train reaches a switching point corresponding to the system to be switched, a movement authorization with higher supported train operation speed is selected from the movement authorization corresponding to the system to be switched and the movement authorization corresponding to the current system as a target movement authorization to control the train operation, so that the train control system of the train is automatically switched to the system to be switched.
Based on the above embodiment, step 130 further includes:
And disconnecting the communication between the control servers corresponding to the current system mode.
Specifically, when the current system is a CBTC column control system, the corresponding control server is ZC. After the CBTC train control system is switched to the CTCS-2 train control system, the train does not use ZC movement authorization any more, but keeps communicating with the ZC until the minimum safe rear end of the train exits the line side common management area boundary of the CTCS-2 train control system, and then the communication with the ZC is disconnected.
When the current system is CTCS-2 column control system, the corresponding control server is CCS. After switching from the CTCS-2 train control system to the CBTC train control system, the train no longer uses TCC movement authorization to disconnect communication with the CCS.
Based on any of the above embodiments, when the current system is CBTC column control system and the system to be switched is CTCS-2 column control system, the method further includes:
before the train enters the common management area, a CTCS-2 train control system type transponder arranged on the ground is received and analyzed, and the front line gradient, the line speed, the track section and the track circuit carrier frequency are obtained.
Specifically, when the current system is CBTC column control system and the system to be switched is CTCS-2 column control system, in order to obtain CTCTS-2 column control system corresponding movement authorization, i.e., TCC movement authorization, the front line information needs to be obtained. Therefore, before the train enters the common management area, the CTCS-2 train control system type transponder arranged on the ground is received and analyzed to acquire information such as the front line gradient, the line speed, the track section, the track circuit carrier frequency and the like for calculating TCC movement authorization.
The scheme described in the above embodiment is a column control system type switching method in a normal state. When the train or the ground equipment is abnormal, extra abnormal processing can be performed for switching the column control system, so that switching under abnormal conditions can be realized.
Therefore, based on any of the above embodiments, when the current system is CBTC column control system and the system to be switched is CTCS-2 column control system, the method further includes:
If the train has faults which cannot relieve emergency braking, positioning loss faults, analyzing faults by a CTCS-2 train control system transponder or obtaining faults by system movement authorization to be switched, receiving first input information of a system change-over switch, and switching the train control system of the train into a CTCS-2 train control system in response to the first input information.
Specifically, if the train is degraded from AM-C Mode (or CM-C Mode) to RM Mode (RESTRICTED TRAIN Operating Mode, limited manual driving Mode) in the switching scenario, fault analysis is required. If the failure is a BTM (Balise Transmission Module, transponder transmission unit) failure, a speed and distance measurement failure and other failures of emergency braking which cannot be relieved, or a positioning loss failure which loses the positioning of the vehicle exists, the automatic switching fails. Under the condition that the train is stopped and the manual switching of the train control system is allowed currently, a driver can manually operate the system switching switch, and the CBTC train control system is manually switched into the CTCS-2 train control system. At this time, the first input information of the system switching switch may be received, and the train control system of the train may be switched to the CTCS-2 train control system in response to the first input information.
In addition, if there is a failure in resolving the CTCS-2 train control system transponder, that is, if the train approaches the common management area, the CTCS-2 train control system transponder cannot be received and resolved, and the information such as the front line gradient, the line speed, the track section, the track circuit carrier frequency cannot be obtained, or if there is a failure in obtaining the movement authorization of the system to be switched, that is, if the train enters the common management area, the track circuit information cannot be received and resolved, and the TCC movement authorization cannot be obtained, the automatic switching will also fail. At this time, the train keeps the CBTC train control system, and can operate to the common management area boundary of the line side of the CTCS-2 train control system at the maximum when operating in an AM-C mode (or CM-C mode), and is unlimited when operating in an RM mode. During the period, if the train is stopped and the manual switching of the train control system is allowed currently, a driver can manually operate the system switching switch, and the train control system is manually switched into the CTCS-2 train control system from the CBTC train control system. Therefore, the first input information of the system change-over switch can be received, and the train control system of the train is changed into the CTCS-2 train control system in response to the first input information.
Based on any of the above embodiments, when the current system is CBTC column control system and the system to be switched is CTCS-2 column control system, the method further includes:
If the train is in FAM mode or CAM mode, the automatic switching fails, the train is controlled to run in CBTC train control system mode, and the train is controlled to fall to CM-C mode or rise to AM-C mode before the train runs to the boundary of the common management area on the line side of the corresponding CTCS-2 train control system mode.
Specifically, in the switching scenario, if the train is in the FAM mode (Full Automatic Mode, full-automatic driving mode) or the CAM mode (Creep Automatic Model, full-automatic creeping mode), the automatic switching fails, the train still keeps the CBTC train control system running, and can run to the common management area boundary of the CTCS-2 train control system line side at the most. During this period, the driver can switch the system of the column control system by using the automatic switching mode in the normal state provided in the above embodiment after the key is lowered to the CM-C mode (or the ATO button is pressed and then raised to the AM-C mode).
Based on any of the above embodiments, when the current system is CBTC column control system and the system to be switched is CTCS-2 column control system, the method further includes:
When the train has wireless communication fault or the ground equipment fault exists in the CBTC train control system line, if the train reaches the switching point corresponding to the CTCS-2 train control system, the train is still in RM mode, and the train is controlled to be switched from RM mode to FS mode.
Specifically, if the train has a wireless communication failure, which causes degradation from AM-C mode (or CM-C mode) to RM mode, or a CBTC train control system line ground equipment failure, the train cannot be restored to AM-C mode (or CM-C mode), and the two failures do not affect the train to receive and parse CTCS-2 train control system transponders, and to receive and parse track circuit information, the following processing can be performed:
If the train is recovered to an AM-C mode (or a CM-C mode) before reaching the system switching point of the CTCS-2 train control system, the train can be switched normally; if the train still is in RM mode when reaching the system switching point of CTCS-2 train control system, the train can be switched back to automatically switch from RM mode to FS mode.
Based on any of the above embodiments, when the current system is CTCS-2 column control system and the system to be switched is CBTC column control system, the method further includes:
if the train is in the PS mode or the OS mode or the system mode movement authorization acquisition failure to be switched exists, receiving second input information of the system change-over switch, and switching the train control system mode of the train into the CBTC train control system mode in response to the second input information.
Specifically, if the train is in a switching scene, the train driving Mode is PS Mode (Partial Surpervision Mode, part of monitoring Mode) or OS Mode (On Sight Mode), the automatic switching fails, and the driver is responsible for driving the train to run and perform corresponding processing according to the ground condition. If the train is stopped and the manual switching of the train control system is allowed currently, a driver can manually operate the system switching switch, and the train control system is manually switched into the CBTC train control system from the CTCS-2 train control system. Therefore, the second input information of the system switching switch can be received, and the train control system of the train is switched to the CBTC train control system in response to the second input information.
In addition, if there is a system type mobile authorization acquisition failure to be switched, that is, after the train completely enters the common management area, communication with the ZC cannot be established, the automatic switching fails. The train still keeps the CTCS-2 train control system, and can run to the common management area boundary of the line side of the CBTC train control system at the most. If the train is stopped and the manual switching of the train control system is allowed currently, a driver can manually operate the system switching switch, and the train control system is manually switched into the CBTC train control system from the CTCS-2 train control system. Therefore, the second input information of the system switching switch can be received, and the train control system of the train is switched to the CBTC train control system in response to the second input information.
Based on any of the above embodiments, the method further comprises:
when the train reaches a switching point corresponding to the system to be switched, if the train running speed supported by the system to be switched is lower than the train running speed supported by the current system, controlling the train to keep the current system until the train running speed supported by the system to be switched is higher than the train running speed supported by the current system, automatically switching the train control system of the train into the system to be switched, and controlling the train to run in a driving mode corresponding to the system to be switched;
or, executing braking operation on the train until the train is stopped, automatically switching the train control system of the train into a system to be switched, and controlling the train to run in a driving mode corresponding to the system to be switched.
Specifically, when the current system mode is a CBTC train control system mode and the system mode to be switched is a CTCS-2 train control system mode, after the train runs to a CTCS-2 train control system mode switching point in an AM-C mode (or CM-C mode) in a switching scene, if the allowable train running speed in the CTCS-2 train control system mode is lower than the allowable train running speed in the CBTC train control system mode, the train still keeps the CBTC train control system mode until the train approaches a ZC movement authorization terminal point, so that the allowable train running speed in the CTCS-2 train control system mode is higher than the allowable train running speed in the CBTC train control system mode, the train running mode is automatically switched to the CTCS-2 train control system mode by the CBTC train control system mode, and the train driving mode is automatically switched to an AM-C mode (or CM-C mode); or after the train is stopped and stabilized, the system is automatically switched into the system of the CTCS-2 system by the CBTC system, and the driving mode of the train is automatically switched into the AM mode (or the FS mode) by the AM-C mode (or the CM-C mode), so that the train is ensured to realize the switching of the system of the train under the condition of not reducing speed.
When the current system mode is a CTCS-2 train control system mode and the system mode to be switched is a CBTC train control system mode, in a switching scene, after the train reaches a CBTC train control system mode switching point in an AM mode (or an FS mode), if the running speed of the train allowed in the CBTC train control system mode is lower than the running speed of the train allowed in the CTCS-2 train control system mode, the train still keeps the CTCS-2 train control system mode until the train approaches a TCC movement authorization terminal point, so that the running speed of the train allowed in the CBTC train control system mode is higher than the running speed of the train allowed in the CTCS-2 train control system mode, the train is automatically switched into the CBTC train control system mode by the CTCS-2 train control system mode, and the train driving mode is automatically switched into an AM-C mode (or a CM-C mode) by the AM mode (or the FS mode); or after the train is stopped, the train is automatically switched into a CBTC train control system by a CTCS-2 train control system, and the train driving mode is automatically switched into an AM-C mode (or a CM-C mode) by an AM mode (or an FS mode), so that the train is ensured to realize the switching of the train control system under the condition of not slowing down.
Based on any of the above embodiments, the length of the common management area is determined based on at least one of a length of the train, a communication-time consuming travel distance and a screening-time consuming travel distance of the train, and a braking stopping distance when the train is traveling at a highest travel speed;
The communication time-consuming running distance is the distance that the train runs at the highest running speed in the period that the vehicle-mounted ATP and the ZC establish communication;
The screening time consuming travel distance is the distance that the train travels at the highest travel speed during the arrival at the screening distance until screening by the ZC.
Specifically, in order not to affect the operation efficiency of the train, the length of the common management area may be determined based on the following factors:
a) The length of the train;
b) Communication time-consuming travel distance of train: the train runs at the highest allowable train running speed and passes through the running distance of time consuming for establishing communication between the vehicle-mounted ATP and the ZC;
c) Screening time-consuming travel distance: the train runs at the highest allowable train running speed, and passes through a running distance which reaches a screening distance and passes through ZC screening time consuming time;
d) The service brake stopping distance at the highest allowable train operating speed.
Based on any of the above embodiments, the on-board device of the train may be designed in a universal manner, and on the basis of the on-board device (i.e. on-board ATP, ATO, AOM) of the existing CBTC train control system, a TCR (Track Circuit Reader ) and MT (Mobile Transceiver, mobile station) device are newly added, so that the CBTC train control system and CTCS-2 train control system ground devices are compatible and adapted, and according to the received line data, the trackside authorization (track circuit information or ZC movement authorization) and the on-board electronic map data stored therein, the CBTC/CTCS-2 train control system can be automatically switched without stopping. In a CBTC train control system type line, the maximum speed of the train can be 200-250 km/h to keep FAM running; in the CTCS-2 train control system line, the train can keep FS mode operation at the speed of 200-250 km/h at maximum.
Specifically, it is possible to provide inside each end railcar: 1 set of on-board ATCs (Automatic Train Control, automatic train control system) comprising 1 set of on-board ATP, 1 set of ATO and 1 set of AOM;1 set of wireless network equipment, including 1 set of LTE-M (LTE-Machine to Machine,) or WLAN (Wireless Local Area Network ) wireless network equipment and 1 set of GSM-R (Global System for Mobile Communication-Railway, global System for Mobile communications-Railway) wireless network equipment; 1 set of on-board MMI (Multi MEDIA INTERFACE, multimedia interaction System).
The top of the front end of each train carriage is provided with: 1 set of LTE-M antenna (or WLAN antenna) is used for establishing two-way wireless communication with ground equipment (comprising ZC, CI (Computer Interlocking, computer interlocking), ATS and DSU (Data Storage Unit )) under the control of a CBTC train control system; and 1 set of GSM-R antenna is used for establishing two-way wireless communication with the CCS under the control system of the CTCS-2 column.
The bottom of each train carriage is provided with: 2 sets of speed sensors and 1 set of radar, which are used for measuring the speed and the distance of the vehicle-mounted equipment; 1 set of BTM antenna for receiving transponder information; and 2 sets of TCR antennas are used for sensing track circuit information.
Based on any of the above embodiments, the process of automatically switching the train from CBTC train control system to CTCS-2 train control system without stopping is as follows:
1) The train is in AM-C mode (or CM-C mode) and operates within the CBTC train control system line.
2) The train approaches to the common management area, receives and analyzes the CTCS-2 train control system type transponders FB1, FB2 and FB3 arranged on the ground, and acquires information such as the gradient of a front line, the speed of the line, the track section, the carrier frequency of a track circuit and the like.
3) The train enters the common management area, receives and parses the track circuit information to obtain TCC movement authorization, and establishes communication with the CCS to obtain scheduling command information. At this time, the train still keeps the CBTC train control system mode, the ZC movement authorization is used for controlling the train operation (the end point of the ZC movement authorization is the common management area boundary of the line side of the CTCS-2 train control system mode), and the ATS scheduling command is used for executing train operation adjustment.
4) After the train continues to run and reaches a switching point (configured in the vehicle-mounted electronic map data) of the CTCS-2 train control system, selecting a movement authorization (namely TCC movement authorization, the end point of which crosses the boundary of a common management area on the line side of the CTCS-2 train control system) which allows the train to run at a higher speed to control the train to run, automatically switching the CBTC train control system to the CTCS-2 train control system, automatically switching a train driving mode from an AM-C mode (or a CM-C mode) to an AM mode (or an FS mode), executing train running adjustment by using a CCS scheduling command, and prompting a driver on a vehicle-mounted MMI that the CTCS-2 train control system switching is finished.
5) After the CTCS-2 train control system is switched, the train does not use ZC movement authorization any more, but keeps communicating with the ZC until the minimum safe rear end of the train clears the boundary of the common management area of the line side of the CTCS-2 train control system, and then disconnects the communication with the ZC.
Based on any of the above embodiments, the process of automatically switching the train from CTCS-2 train control system to CBTC train control system without stopping is as follows:
1) The train is in AM mode (or FS mode) and is operated in a CTCS-2 train control system line.
2) After the train completely enters the common management area, registration is initiated to the ZC, train position information is reported to the ZC, and communication is initiated to the ATS to acquire information such as a scheduling command. The ZC replies ZC movement authorization to the train after the train finishes screening and meets other conditions; the ATS matches a train operation plan for the train, and transmits scheduling commands and other information to the train.
3) The train receives and analyzes ZC movement authorization and ATS scheduling commands, at the moment, the train still keeps a CTCS-2 train control system, the TCC movement authorization is used for controlling the train operation (the TCC movement authorization end point is a common management area boundary of a line side of the CBTC train control system), and the CCS scheduling commands are used for executing train operation adjustment.
4) After the train continues to run and reaches a CBTC train control system mode switching point (configured in the vehicle-mounted electronic map data), selecting a movement authorization (namely ZC movement authorization, the end point of which crosses the common management area boundary of the line side of the CBTC train control system mode) which allows the train to run at a higher speed to control the train to run, automatically switching the train driving mode from an AM mode (or an FS mode) to an AM-C mode (or a CM-C mode) by the CTCS-2 train control system mode, and executing train running adjustment by using an ATS scheduling command and prompting a driver that the CBTC train control system mode switching is finished on a vehicle-mounted MMI.
5) After the system switching of the CBTC train control system is completed, the train does not use TCC movement authorization any more, and the communication with the CCS is disconnected.
Based on any of the above embodiments, fig. 4 is a schematic structural diagram of a column control system switching device according to an embodiment of the present invention, as shown in fig. 4, where the device includes: an information acquisition unit 410, a movement authorization switching unit 420, and a system mode switching unit 430.
The information obtaining unit 410 is configured to obtain a movement authorization and a scheduling command corresponding to a system to be switched when a train enters a common area, control the operation of the train according to the movement authorization corresponding to a current system, and execute train operation adjustment by using the scheduling command corresponding to the current system;
the mobile authorization switching unit 420 is configured to select, as a target mobile authorization, a mobile authorization with a higher supported train running speed from a mobile authorization corresponding to a system to be switched and a mobile authorization corresponding to a current system to be switched when the train reaches a switching point corresponding to the system to be switched;
The system switching unit 430 is configured to automatically switch a train control system of a train to a system to be switched, control the train to run in a driving mode corresponding to the system to be switched, and execute train running adjustment by using a scheduling command corresponding to the system to be switched.
According to the device provided by the embodiment of the invention, when a train enters a common area, a movement authorization and a scheduling command corresponding to a system to be switched are acquired, and when the train reaches a switching point corresponding to the system to be switched, a movement authorization with higher supported train operation speed is selected from the movement authorization corresponding to the system to be switched and the movement authorization corresponding to the current system as a target movement authorization to control the train operation, so that the train control system of the train is automatically switched to the system to be switched.
Based on any of the above embodiments, the apparatus further comprises:
and the disconnection unit is used for disconnecting the communication between the control servers corresponding to the current system mode.
Based on any of the above embodiments, when the current system is CBTC column control system and the system to be switched is CTCS-2 column control system, the system further includes a line information obtaining unit, where the line information obtaining unit is configured to:
before the train enters the common management area, a CTCS-2 train control system type transponder arranged on the ground is received and analyzed, and the front line gradient, the line speed, the track section and the track circuit carrier frequency are obtained.
Based on any of the above embodiments, when the current system is CBTC column control system and the system to be switched is CTCS-2 column control system, the system further includes a first anomaly switching unit, where the first anomaly switching unit is configured to:
If the train has faults which cannot relieve emergency braking, positioning loss faults, analyzing faults by a CTCS-2 train control system transponder or obtaining faults by system movement authorization to be switched, receiving first input information of a system change-over switch, and switching the train control system of the train into a CTCS-2 train control system in response to the first input information.
Based on any of the above embodiments, the first anomaly switching unit is further configured to:
If the train is in FAM mode or CAM mode, the automatic switching fails, the train is controlled to run in CBTC train control system mode, and the train is controlled to fall to CM-C mode or rise to AM-C mode before the train runs to the boundary of the common management area on the line side of the corresponding CTCS-2 train control system mode.
Based on any of the above embodiments, the first anomaly switching unit is further configured to:
When the train has wireless communication fault or the ground equipment fault exists in the CBTC train control system line, if the train reaches the switching point corresponding to the CTCS-2 train control system, the train is still in RM mode, and the train is controlled to be switched from RM mode to FS mode.
Based on any of the above embodiments, when the current system is CTCS-2 column control system and the system to be switched is CBTC column control system, the apparatus further includes a second anomaly switching unit, where the second anomaly switching unit is configured to:
if the train is in the PS mode or the OS mode or the system mode movement authorization acquisition failure to be switched exists, receiving second input information of the system change-over switch, and switching the train control system mode of the train into the CBTC train control system mode in response to the second input information.
Based on any one of the above embodiments, the apparatus further includes a third exception handling unit, where the third exception handling unit is configured to:
when the train reaches a switching point corresponding to the system to be switched, if the train running speed supported by the system to be switched is lower than the train running speed supported by the current system, controlling the train to keep the current system until the train running speed supported by the system to be switched is higher than the train running speed supported by the current system, automatically switching the train control system of the train into the system to be switched, and controlling the train to run in a driving mode corresponding to the system to be switched;
or, executing braking operation on the train until the train is stopped, automatically switching the train control system of the train into a system to be switched, and controlling the train to run in a driving mode corresponding to the system to be switched.
Based on any of the above embodiments, the length of the common management area is determined based on at least one of a length of the train, a communication-time consuming travel distance and a screening-time consuming travel distance of the train, and a braking stopping distance when the train is traveling at a highest travel speed;
The communication time-consuming running distance is the distance that the train runs at the highest running speed in the period that the vehicle-mounted ATP and the ZC establish communication;
The screening time consuming travel distance is the distance that the train travels at the highest travel speed during the arrival at the screening distance until screening by the ZC.
Fig. 5 illustrates a physical schematic diagram of an electronic device, as shown in fig. 5, which may include: processor 510, communication interface (Communications Interface) 520, memory 530, and communication bus 540, wherein processor 510, communication interface 520, memory 530 complete communication with each other through communication bus 540. Processor 510 may invoke logic instructions in memory 530 to perform a column control system mode switching method comprising: when a train enters a common area, acquiring a movement authorization and a scheduling command corresponding to a system to be switched, controlling the train to run by using the movement authorization corresponding to the current system, and executing train running adjustment by using the scheduling command corresponding to the current system; when the train reaches a switching point corresponding to the system to be switched, selecting a mobile authorization with higher supported train running speed from the mobile authorization corresponding to the system to be switched and the mobile authorization corresponding to the current system as a target mobile authorization to control the train running; and automatically switching the train control system of the train into the system to be switched, controlling the train to run in a driving mode corresponding to the system to be switched, and executing train running adjustment by using a scheduling command corresponding to the system to be switched.
Further, the logic instructions in the memory 530 described above may be implemented in the form of software functional units and may be stored in a computer-readable storage medium when sold or used as a stand-alone product. Based on this understanding, the technical solution of the present invention may be embodied essentially or in a part contributing to the prior art or in a part of the technical solution, in the form of a software product stored in a storage medium, comprising several instructions for causing a computer device (which may be a personal computer, a server, a network device, etc.) to perform all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a usb disk, a removable hard disk, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), a magnetic disk, or an optical disk, or other various media capable of storing program codes.
In another aspect, the present invention also provides a computer program product comprising a computer program stored on a non-transitory computer readable storage medium, the computer program comprising program instructions which, when executed by a computer, enable the computer to perform a column control system switching method provided by the above methods, the method comprising: when a train enters a common area, acquiring a movement authorization and a scheduling command corresponding to a system to be switched, controlling the train to run by using the movement authorization corresponding to the current system, and executing train running adjustment by using the scheduling command corresponding to the current system; when the train reaches a switching point corresponding to the system to be switched, selecting a mobile authorization with higher supported train running speed from the mobile authorization corresponding to the system to be switched and the mobile authorization corresponding to the current system as a target mobile authorization to control the train running; and automatically switching the train control system of the train into the system to be switched, controlling the train to run in a driving mode corresponding to the system to be switched, and executing train running adjustment by using a scheduling command corresponding to the system to be switched.
In yet another aspect, the present invention further provides a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, is implemented to perform the column control system switching methods provided above, the method comprising: when a train enters a common area, acquiring a movement authorization and a scheduling command corresponding to a system to be switched, controlling the train to run by using the movement authorization corresponding to the current system, and executing train running adjustment by using the scheduling command corresponding to the current system; when the train reaches a switching point corresponding to the system to be switched, selecting a mobile authorization with higher supported train running speed from the mobile authorization corresponding to the system to be switched and the mobile authorization corresponding to the current system as a target mobile authorization to control the train running; and automatically switching the train control system of the train into the system to be switched, controlling the train to run in a driving mode corresponding to the system to be switched, and executing train running adjustment by using a scheduling command corresponding to the system to be switched.
The apparatus embodiments described above are merely illustrative, wherein the elements illustrated as separate elements may or may not be physically separate, and the elements shown as elements may or may not be physical elements, may be located in one place, or may be distributed over a plurality of network elements. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art will understand and implement the present invention without undue burden.
From the above description of the embodiments, it will be apparent to those skilled in the art that the embodiments may be implemented by means of software plus necessary general hardware platforms, or of course may be implemented by means of hardware. Based on this understanding, the foregoing technical solution may be embodied essentially or in a part contributing to the prior art in the form of a software product, which may be stored in a computer readable storage medium, such as ROM/RAM, a magnetic disk, an optical disk, etc., including several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the method described in the respective embodiments or some parts of the embodiments.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and are not limiting; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims (5)

1. A column control system switching method, comprising:
when a train enters a common area, acquiring a movement authorization and a scheduling command corresponding to a system to be switched, controlling the train to run by using the movement authorization corresponding to the current system, and executing train running adjustment by using the scheduling command corresponding to the current system;
When the train reaches a switching point corresponding to the system to be switched, selecting a mobile authorization with higher supported train running speed from the mobile authorization corresponding to the system to be switched and the mobile authorization corresponding to the current system as a target mobile authorization to control the train running;
Automatically switching a train control system mode of the train into the system mode to be switched, controlling the train to run in a driving mode corresponding to the system mode to be switched, and executing train running adjustment by using a scheduling command corresponding to the system mode to be switched;
When the current system is CBTC column control system and the system to be switched is CTCS-2 column control system, the method further comprises:
Before the train enters a common management area, receiving and analyzing the CTCS-2 train control system type transponder arranged on the ground to acquire a front line gradient, a line speed, a track section and a track circuit carrier frequency;
if the train has faults which cannot relieve emergency braking, positioning loss faults, analysis faults of a CTCS-2 train control system transponder or acquisition faults of system type movement authorization to be switched, receiving first input information of a system type change-over switch, and switching the train control system type of the train into a CTCS-2 train control system type in response to the first input information;
If the train is in the FAM mode or the CAM mode, the automatic switching fails, the train is controlled to run in a CBTC train control system mode, and the train is controlled to fall to the CM-C mode or rise to the AM-C mode before the train runs to the boundary of a common management area on the line side of the corresponding CTCS-2 train control system mode;
When the train has wireless communication fault or the ground equipment fault exists in the CBTC train control system line, if the train reaches a switching point corresponding to the CTCS-2 train control system, the train is still in an RM mode, and the train is controlled to be switched from the RM mode to an FS mode;
Further comprises:
When the train reaches a switching point corresponding to the system to be switched, if the train running speed supported by the system to be switched is lower than the train running speed supported by the current system, controlling the train to keep the current system until the train running speed supported by the system to be switched is higher than the train running speed supported by the current system, automatically switching the train control system of the train into the system to be switched, and controlling the train to run in a driving mode corresponding to the system to be switched;
Or, executing braking operation on the train until the train is stopped, automatically switching the train control system of the train into the system to be switched, and controlling the train to run in a driving mode corresponding to the system to be switched.
2. The method for switching a train control system according to claim 1, wherein the step of switching the current driving mode of the train to a driving mode corresponding to the system to be switched and executing train operation adjustment by using a scheduling command corresponding to the system to be switched further comprises:
And disconnecting communication between control servers corresponding to the current system mode.
3. The column control system switching method according to claim 1 or 2, wherein when the current system is a CTCS-2 column control system and the system to be switched is a CBTC column control system, further comprising:
If the train is in the PS mode or the OS mode or the system to be switched is in the system movement authorization acquisition fault, receiving second input information of a system change-over switch, and switching the train control system of the train into a CBTC train control system in response to the second input information.
4. The train control system mode switching method according to claim 1 or 2, wherein the length of the common management area is determined based on at least one of the length of the train, the communication-time-consuming running distance and the screening-time-consuming running distance of the train, and the braking stopping distance when the train is running at the highest running speed;
wherein the communication time-consuming running distance is the distance that the train runs at the highest running speed during the period that the vehicle-mounted ATP and the ZC establish communication;
The screening time-consuming travel distance is a distance that the train travels at a highest travel speed during a screening distance is reached until passing the ZC.
5. A column control system type switching device, comprising:
The information acquisition unit is used for acquiring the movement authorization and the scheduling command corresponding to the system to be switched when the train enters the common area, controlling the train to run by the movement authorization corresponding to the current system, and executing train running adjustment by using the scheduling command corresponding to the current system;
the mobile authorization switching unit is used for selecting a mobile authorization with higher supported train running speed from the mobile authorization corresponding to the system to be switched and the mobile authorization corresponding to the current system as a target mobile authorization to control the train running when the train reaches a switching point corresponding to the system to be switched;
The system switching unit is used for automatically switching the train control system of the train into the system to be switched, controlling the train to run in a driving mode corresponding to the system to be switched, and executing train running adjustment by using a scheduling command corresponding to the system to be switched;
When the current system is CBTC column control system and the system to be switched is CTCS-2 column control system, the method further comprises:
Before the train enters a common management area, receiving and analyzing the CTCS-2 train control system type transponder arranged on the ground to acquire a front line gradient, a line speed, a track section and a track circuit carrier frequency;
if the train has faults which cannot relieve emergency braking, positioning loss faults, analysis faults of a CTCS-2 train control system transponder or acquisition faults of system type movement authorization to be switched, receiving first input information of a system type change-over switch, and switching the train control system type of the train into a CTCS-2 train control system type in response to the first input information;
If the train is in the FAM mode or the CAM mode, the automatic switching fails, the train is controlled to run in a CBTC train control system mode, and the train is controlled to fall to the CM-C mode or rise to the AM-C mode before the train runs to the boundary of a common management area on the line side of the corresponding CTCS-2 train control system mode;
When the train has wireless communication fault or the ground equipment fault exists in the CBTC train control system line, if the train reaches a switching point corresponding to the CTCS-2 train control system, the train is still in an RM mode, and the train is controlled to be switched from the RM mode to an FS mode;
Further comprises:
When the train reaches a switching point corresponding to the system to be switched, if the train running speed supported by the system to be switched is lower than the train running speed supported by the current system, controlling the train to keep the current system until the train running speed supported by the system to be switched is higher than the train running speed supported by the current system, automatically switching the train control system of the train into the system to be switched, and controlling the train to run in a driving mode corresponding to the system to be switched;
Or, executing braking operation on the train until the train is stopped, automatically switching the train control system of the train into the system to be switched, and controlling the train to run in a driving mode corresponding to the system to be switched.
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