CN114454916A - Train control vehicle-mounted equipment compatible with multiple systems and control method - Google Patents
Train control vehicle-mounted equipment compatible with multiple systems and control method Download PDFInfo
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- CN114454916A CN114454916A CN202210071987.0A CN202210071987A CN114454916A CN 114454916 A CN114454916 A CN 114454916A CN 202210071987 A CN202210071987 A CN 202210071987A CN 114454916 A CN114454916 A CN 114454916A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0063—Multiple on-board control systems, e.g. "2 out of 3"-systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0018—Communication with or on the vehicle or train
- B61L15/0027—Radio-based, e.g. using GSM-R
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0081—On-board diagnosis or maintenance
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Abstract
The invention provides train control vehicle-mounted equipment compatible with multiple systems and a control method, wherein the train control vehicle-mounted equipment comprises: the system comprises a first system vehicle-mounted device and a second system core processing unit; the first system vehicle-mounted equipment comprises a first system core processing unit; the first system core processing unit is connected with the second system core processing unit; the first system core processing unit is used for carrying out safety monitoring on the train on a first standard line; the second system core processing unit is used for carrying out safety monitoring on the train on a second standard line; the first system and the second system are systems of different systems. The train control vehicle-mounted equipment compatible with the multiple systems and the control method thereof realize high integration of two systems, have simple system structure, reduce the complexity of the system, reduce the fault occurrence probability and improve the usability.
Description
Technical Field
The invention belongs to the technical field of rail transit, and particularly relates to train control vehicle-mounted equipment compatible with multiple systems and a control method.
Background
A Conventional Train Control System (CTCS) System used for a high-speed rail and a Communication Based Train Control System (CBTC) System used for a subway are incompatible with each other, a high-speed rail Train equipped with a vehicle-mounted device of the CTCS System cannot operate on a CBTC line, and a subway Train equipped with a vehicle-mounted device of the CBTC System cannot operate on a CTCS line. However, more and more markets need to connect the CTCS line and the CBTC line, and train operation over-the-wire, that is, the train can be safely operated on the CTCS line and also on the CBTC line. The simplest method is that a train is simultaneously provided with a CTCS system vehicle-mounted device and a CBTC vehicle-mounted device, and the CTCS system vehicle-mounted device carries out safety protection on the train operation on a CTCS line; on the CBTC line, the CBTC system vehicle-mounted equipment carries out safety protection on the train operation; and in the overlapping area of the CTCS line and the CBTC line, manual or automatic vehicle control right switching is carried out. However, the integration level is too low, which not only requires a large installation space for the train, but also causes high equipment cost. And because the system structure is complicated, the fault occurrence probability is higher, and the maintenance is not easy.
Disclosure of Invention
In order to solve the above problems, the present invention provides a train control onboard device compatible with multiple systems, including:
the system comprises a first system vehicle-mounted device and a second system core processing unit;
the first system vehicle-mounted equipment comprises a first system core processing unit;
the first system core processing unit is connected with the second system core processing unit;
the first system core processing unit is used for carrying out safety monitoring on the train on a first standard line;
the second system core processing unit is used for carrying out safety monitoring on the train on a second standard line;
the first system and the second system are systems of different systems.
Further, the second system core processing unit realizes safe vehicle control on the second system line based on the input information and the output information forwarded by the first system core processing unit.
Further, the first system vehicle-mounted equipment further comprises a human-computer interface unit;
the human-computer interface unit provides a uniform human-computer interface for the train control vehicle-mounted equipment;
the human-computer interface unit supports a first system display specification and a second system display specification;
the first system core processing unit is connected with the man-machine interface unit;
when the first system core processing unit is in a vehicle control state, the man-machine interface unit displays information and performs operation interaction according to a first system display specification;
and when the second system core processing unit is in a vehicle control state, the man-machine interface unit performs information display and operation interaction according to the second system display specification.
Further, the first system core processing unit is used for realizing the switching of the car control right between the first system core processing unit and the second system core processing unit.
Further, the first system is a CTCS system, the first system vehicle-mounted device is a CTCS vehicle-mounted device, and the first system core processing unit is a CTCS core processing unit;
the second system is a CBTC system, and the second system core processing unit is a CBTC core processing unit;
the first system is a CTCS system;
the second system is a CBTC system.
Further, the train control vehicle-mounted device further comprises:
further comprising: a CTCS radio transmission unit and a CBTC radio transmission unit,
the CBTC wireless transmission unit is used for realizing wireless data transmission between the CBTC core processing unit and the zone control center ZC through the LTE network;
and the CTCS wireless transmission unit is used for realizing wireless data transmission between the CTCS core processing unit and the radio block center RBC through a GSM-R network.
Further, when the first system core processing unit is in a vehicle control state, the first system core processing unit can output a braking command and/or a traction switching command to the train;
when the second system core processing unit is in a train control state, the first system core processing unit forwards a braking command and/or a traction switching command of the second system core processing unit to the train, so that the second system core processing unit can safely control the train.
Further, the first system core processing unit is used for realizing the transfer of the car control right from the first system core processing unit to the second system core processing unit, and comprises:
the first system core processing unit sends a transfer right-to-control forecast to the second system core processing unit;
the second system core processing unit receives the transfer vehicle control right forecast, judges that the second system core processing unit meets the vehicle control condition and sends a vehicle control right switching confirmation to the first system core processing unit;
after receiving the switching confirmation of the car control right, the first system core processing unit hands over the car control right to the second system core processing unit, and the second system core processing unit controls the car.
Further, if the first system core processing unit does not receive the switching confirmation of the car control right from the second system core processing unit within the specified time, the first system core processing unit stops the switching of the car control right, judges that the second system core processing unit enters a fault state, does not forward the car control information for the second system core processing unit any more, and does not transfer the car control right to the second system core processing unit any more.
Further, the first system core processing unit is further configured to determine whether a condition for switching the right to control is satisfied before the right to control is converted to the second system core processing unit:
and the control right switching is carried out only when the first system core processing unit is in a normal working state, the second system core processing unit is in a normal working state, the current first system has no brake command output, the current speed is lower than the allowable speed of the second system, and the first system core processing unit is in a first system working mode which allows the control right to be switched.
Further, the first system core processing unit is used for realizing that the car control right is received back to the first system core processing unit from the second system core processing unit, and the method comprises the following steps:
the first system core processing unit sends a command of withdrawing the car right control to the second system core processing unit;
if the first system core processing unit receives the transfer vehicle control right confirmation sent by the second system core processing unit, the first system core processing unit transfers the vehicle control right to the first system core processing unit, and the first system core processing unit further has the vehicle control right.
Further, if the first system core processing unit does not receive the transfer right confirmation sent by the second system core processing unit within the specified time, the first system core processing unit forcibly withdraws the right to control the vehicle, and determines that the second system core processing unit enters a fault state, the second system core processing unit does not forward the vehicle control information any more, and the second system core processing unit does not transfer the right to control the vehicle.
Further, the first system core processing unit is further configured to determine whether a condition for switching the right to control is satisfied before the right to control is recovered to the first system core processing unit:
and the control right switching is carried out only when the first system core processing unit is in a normal working state, the second system core processing unit is in a normal working state, the current second system has no brake command output, the current speed is lower than the allowable speed of the first system, and the first system core processing unit is in a first system working mode which allows the control right switching.
Further, the first system core processing unit is configured to:
when the first system core processing unit is in a vehicle control state, the second system core processing unit fails, the second system core processing unit is isolated on the first system core processing unit software, the vehicle control information is not forwarded to the second system core processing unit, and the vehicle control right is not handed over to the second system core processing unit; and/or
When the second system core processing unit is in a vehicle control state and the first system core processing unit is in a normal working state, if the second system core processing unit fails, the first system core processing unit withdraws the vehicle control right and applies emergency braking to stop the vehicle; and/or
When the second system core processing unit is in a vehicle control state, the first system core processing unit breaks down, the first system core processing unit withdraws the vehicle control right, applies emergency braking to stop the vehicle, and enters a dead halt state.
Further, the train control vehicle-mounted equipment also comprises an automatic driving unit ATO,
the ATO is connected with the first system core processing unit, and when the first system core processing unit controls the vehicle, the first system core processing unit provides automatic driving information for the ATO;
and the ATO is connected with the second system core processing unit, and when the second system core processing unit controls the vehicle, the second system core processing unit provides automatic driving information for the ATO.
The invention also provides a control method based on the train control vehicle-mounted equipment compatible with the multiple systems, which comprises the following steps:
the safety monitoring of the train on the first standard line is realized through a first system core processing unit;
and the first system core processing unit is used for sending input information and output information to the second system core processing unit so as to realize that the second system core processing unit is used for realizing the safety monitoring of the train on a second standard line.
Further, the method comprises:
and the control right switching between the first system core processing unit and the second system core processing unit is realized through the first system core processing unit.
Further, the method comprises:
when the first system core processing unit is in a vehicle control state, the first system core processing unit can output a braking command and/or a traction switching command to the train;
when the second system core processing unit is in a train control state, the first system core processing unit forwards a braking command and/or a traction switching command of the second system core processing unit to the train, so that the second system core processing unit can safely control the train.
Further, the method for realizing the transfer of the car control right from the first system core processing unit to the second system core processing unit through the first system core processing unit comprises the following steps:
the first system core processing unit sends a transfer right-to-control forecast to the second system core processing unit;
the second system core processing unit receives the transfer vehicle control right forecast, judges that the second system core processing unit meets the vehicle control condition and sends a vehicle control right switching confirmation to the first system core processing unit;
after receiving the switching confirmation of the car control right, the first system core processing unit hands over the car control right to the second system core processing unit, and the second system core processing unit controls the car.
Further, if the first system core processing unit does not receive the switching confirmation of the car control right from the second system core processing unit within the specified time, the first system core processing unit stops the switching of the car control right, judges that the second system core processing unit enters a fault state, does not forward the car control information for the second system core processing unit any more, and does not transfer the car control right to the second system core processing unit any more.
Further, the first system core processing unit is further configured to determine whether a condition for switching the right to control is satisfied before the right to control is converted to the second system core processing unit:
and the control right is switched only when the core processing unit of the first system is in a normal working state, the core processing unit of the second system is in a normal working state, the first system does not output a braking command currently, the current speed is lower than the speed allowed by the second system, and the first system is in a first system working mode allowing the control right to be switched currently.
Further, the method for realizing the vehicle control right to be returned from the second system core processing unit to the first system core processing unit through the first system core processing unit comprises the following steps:
the first system core processing unit sends a command of withdrawing the car control right to the second system core processing unit;
if the transfer right of car control sent by the second system core processing unit is received, the right of car control is transferred to the first system core processing unit, and the first system core processing unit has the right of car control.
Further, if the first system core processing unit does not receive the transfer right confirmation sent by the second system core processing unit within the specified time, the first system core processing unit forcibly withdraws the right to control the vehicle, and determines that the second system core processing unit enters a fault state, the second system core processing unit does not forward the vehicle control information any more, and the second system core processing unit does not transfer the right to control the vehicle.
Further, the first system core processing unit is further configured to determine whether a condition for switching the right to control is satisfied before the right to control is recovered to the first system core processing unit:
and the control right switching is carried out only when the first system core processing unit is in a normal working state, the second system core processing unit is in a normal working state, the current second system has no brake command output, the current speed is lower than the allowable speed of the first system, and the first system core processing unit is in a first system working mode which allows the control right switching.
Further, the first system core processing unit is configured to:
when the first system core processing unit is in a vehicle control state, the second system core processing unit fails, the second system core processing unit is isolated on the first system core processing unit software, the vehicle control information is not forwarded to the second system core processing unit, and the vehicle control right is not handed over to the second system core processing unit; and/or
When the second system core processing unit is in a vehicle control state and the first system core processing unit is in a normal working state, if the second system core processing unit fails, the first system core processing unit withdraws the vehicle control right and applies emergency braking to stop the vehicle; and/or
When the second system core processing unit is in a vehicle control state, the first system core processing unit breaks down, the first system core processing unit withdraws the vehicle control right, applies emergency braking to stop the vehicle, and enters a dead halt state.
Further, the method comprises:
the control right switching between the first system core processing unit and the second system core processing unit is realized by operating the human-computer interface unit; and/or
And automatically realizing the control right switching between the first system core processing unit and the second system core processing unit by the first system core processing unit according to the grade switching command received by the ground equipment.
Furthermore, the ground line comprises a first standard area and a second standard area, a first standard and a second standard overlapping area are arranged in the adjacent areas of the first standard area and the second standard area, and first standard ground equipment and second standard ground equipment are arranged in the overlapping areas at the same time;
the control method comprises the following steps:
in the overlapping area, a first system core processing unit receives the ground information of the ground equipment of the first standard, and a second system core processing unit receives the ground information of the ground equipment of the second standard;
the ground equipment in the overlapping area can send a grade switching command, and the vehicle-mounted equipment realizes the control right switching according to the grade switching command.
Furthermore, the ground line comprises a first system area and a second system area, a second system pre-reporting area and a first system pre-reporting area are respectively arranged in adjacent areas of the first system area and the second system area, the first system ground equipment and the second system ground equipment are connected, and ground information of at least one braking distance of the opposite side can be mutually acquired;
the control method comprises the following steps:
before the train enters a second system area from the first system area and passes through the second system forecast area, the first system ground equipment sends the ground information of the second system area acquired from the second system ground equipment to the vehicle-mounted equipment;
the vehicle-mounted equipment determines the speed of the train according to the ground information of the first system area and the ground information of the second system area, and performs control right switching on the boundary of the first system area and the second system area, so that the control of the train by the second system core processing unit is realized, and the non-stop cross-area operation of the train is controlled; and/or
Before the train enters the first system area from the second system area and passes through the first system forecast area, the second system ground equipment sends the ground information of the first system area acquired from the first system ground equipment to the vehicle-mounted equipment;
the vehicle-mounted equipment determines the speed of the train according to the ground information of the second system area and the ground information of the first system area, and performs control right switching on the boundary of the first system area and the second system area, so that the control of the train by the first system core processing unit is realized, and the non-stop cross-area operation of the train is controlled.
The train control vehicle-mounted equipment compatible with multiple systems and the control method thereof realize high integration of two systems of vehicle-mounted systems, are particularly directed at high integration of a CTCS system and a CBTC system, have simple system structures, reduce the complexity of the system, reduce the probability of failure occurrence and improve the availability. Meanwhile, the equipment cost is reduced, the equipment volume is reduced, and the equipment installation is convenient. Furthermore, automatic switching of the car control right of the CTCS system and the CBTC system is realized, cross-line operation of the CTCS line and the CBTC line is supported, and operation efficiency is improved.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
Fig. 1 is a schematic structural diagram of a multi-system-compatible train control onboard device according to an embodiment of the present invention;
FIG. 2 illustrates a flow chart of a switching process from CTCS vehicle control to CBTC vehicle control according to an embodiment of the present invention;
FIG. 3 illustrates a flow chart of a switching process from CBTC vehicle control to CTCS vehicle control according to an embodiment of the present invention;
FIG. 4 is a schematic structural diagram of a multi-system-compatible train control onboard device with an ATO function according to an embodiment of the present invention;
FIG. 5 illustrates a schematic diagram of a line area layout according to an embodiment of the present invention;
fig. 6 shows another schematic layout of a line region according to an embodiment of the invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The embodiment of the invention provides a train control vehicle-mounted device (train control vehicle-mounted device for short) compatible with multiple systems, which comprises the following components: the system comprises a first system vehicle-mounted device and a second system core processing unit; the first system vehicle-mounted equipment comprises a first system core processing unit; the first system core processing unit is connected with the second system core processing unit; the first system core processing unit is used for carrying out safety monitoring on the train on the first standard line; the second system core processing unit is used for carrying out safety monitoring on the train on a second standard line; the first system and the second system are systems of different systems.
The embodiment of the invention is explained by taking train control vehicle-mounted equipment compatible with two different systems of CTCS and CBTC as an example. Specifically, the first system is a CTCS system, the first system vehicle-mounted equipment is CTCS vehicle-mounted equipment, and the first system core processing unit is a CTCS core processing unit; the second system is a CBTC system, and the second system core processing unit is a CBTC core processing unit; the first system is a CTCS system; the second system is the CBTC system.
Furthermore, the second system core processing unit realizes safe vehicle control on the second system line based on the input information and the output information forwarded by the first system core processing unit.
The first system vehicle-mounted equipment also comprises a human-computer interface unit; the human-computer interface unit provides a uniform human-computer interface for the train control vehicle-mounted equipment; the man-machine interface unit supports a first system display specification and a second system display specification; the first system core processing unit is connected with the man-machine interface unit; when the first system core processing unit is in a vehicle control state, the man-machine interface unit displays information and performs operation interaction according to a first system display specification; and when the second system core processing unit is in a vehicle control state, the man-machine interface unit performs information display and operation interaction according to the second system display specification.
The first system core processing unit is used for realizing the control right switching between the first system core processing unit and the second system core processing unit.
The invention is not limited to the two systems of vehicle-mounted equipment, and can also be used for fusing vehicle-mounted systems of other systems by the same principle. Preferably, the train control vehicle-mounted equipment compatible with the CBTC system and the CTCS system can run in the environment of large-scale railway and urban rail transit lines, and the compatible running of most line scenes is met.
The CBTC core processing unit is an independent module, and is disposed in the CTCS system vehicle-mounted device, and the CBTC core processing unit has an independent communication module, and performs data communication with a Zone Controller (ZC) of a ground device through an LTE (Long Term Evolution) network. In addition, all input and output information required by the control of the CBTC core processing unit is realized through the CTCS core processing unit, and the safe control of the CBTC core processing unit is supported. When the CTCS core processing unit or the CBTC core processing unit receives the command for switching the car control right from the outside, the CTCS core processing unit realizes the switching of the car control right.
As shown in fig. 1, the train control on-board device includes a CTCS core processing unit, a CBTC core processing unit, a CTCS wireless transmission unit, a CBTC wireless transmission unit, a Driver Machine Interface (DMI) unit, a data recording unit, a track circuit information processing unit, a transponder information processing unit, a speed and distance measuring unit, a train Interface unit, and a brake Interface unit. The system comprises a CBTC core processing unit, a CBTC wireless transmission unit, a CTCS system vehicle-mounted equipment and a power supply, wherein the rest parts except the CBTC core processing unit and the CBTC wireless transmission unit are necessary components of the CTCS system vehicle-mounted equipment.
Specifically, the CTCS core processing unit realizes the core logic of train safety monitoring based on train data and ground information. And the CTCS wireless transmission unit, the brake interface unit, the track circuit information processing unit, the responder information processing unit, the speed and distance measuring unit, the man-machine interface unit, the data recording unit, the train interface unit and the CBTC core processing unit are all connected with the CTCS core processing unit.
And the CTCS wireless transmission unit is used for realizing wireless data transmission between the CTCS core processing unit and the radio block center RBC through a GSM-R network.
The transponder information processing unit is used for receiving the ground transponder message.
The track circuit information processing unit is used for receiving track circuit information.
The speed and distance measuring unit can calculate the position, speed and direction of the train based on the sensing data collected by a speed sensor (speed sensing), a radar and the like.
And the man-machine interface unit is used for realizing man-machine interaction between the CTCS core processing unit/CBTC core processing unit and a driver.
And the data recording unit is used for recording the operation data of the CTCS core processing unit and the CBTC core processing unit.
The train interface unit is used for collecting train interface input information.
And the brake interface unit is used for outputting a brake command to the train by the CTCS core processing unit and the CBTC core processing unit.
In order to be compatible with the CBTC system, a CBTC core processing unit and a CBTC wireless transmission unit are additionally arranged in vehicle-mounted equipment of the CTCS system. The CBTC wireless transmission unit is a communication unit for wireless data interaction between the CBTC core processing unit and the ZC through the LTE network. The CBTC core processing unit realizes the core function of the vehicle-mounted equipment of the CBTC system, and on a CBTC line, the CBTC core processing unit carries out safety monitoring on a train. The CBTC core processing unit establishes two-way communication with the CTCS core processing unit, and receives input information such as responder data, speed and position information, train interface information, driver operation information and the like through the CTCS core processing unit; and the CBTC core processing unit outputs commands such as braking, traction cutting and the like to the train through the CTCS core processing unit and outputs train control information to the DMI.
In the train control vehicle-mounted equipment, the CTCS core processing unit is in a leading position, and the CBTC core processing unit is in a subordinate position.
The train control vehicle-mounted equipment is provided with a uniform man-machine interface unit, and a driver operates the vehicle-mounted equipment through the man-machine interface unit and checks train running state, front line information and the like through the man-machine interface unit. The DMI supports a CTCS display specification (a first system display specification) and a CBTC display specification (a second system display specification), establishes communication connection with a CTCS core processing unit and a CBTC core processing unit, and interacts data. Specifically, the human interface unit is directly connected with the CTCS core processing unit. The data interaction between the man-machine interface unit and the CBTC core processing unit is forwarded through the CTCS core processing unit. When the CTCS core processing unit is in a vehicle control state, the DMI performs information display and operation interaction according to the CTCS display specification; and when the CBTC core processing unit is in a vehicle control state, the DMI performs information display and operation interaction according to the CBTC display specification. When the CTCS core processing unit and the CBTC core processing unit switch the car control right, the DMI also automatically switches the information display and operation interaction mode according to the core processing unit mark with the car control right.
The train control on-board equipment receives a car control right switching command from the ground equipment, or a driver inputs the car control right switching command, or the CTCS core processing unit detects an event needing to switch the car control right, and the CTCS core processing unit controls the car control right switching process to realize the car control right switching of the car control right between the CTCS core processing unit and the CBTC core processing unit.
And the CTCS core processing unit controls the vehicle on the CTCS line, and the CBTC core processing unit controls the vehicle on the CBTC line. When the CTCS core processing unit is in a vehicle control state, the CTCS core processing unit can output a braking command and/or a traction switching command and the like to the train, and the CTCS core processing unit does not forward the braking, traction switching and other commands of the CBTC core processing unit to the train; when the CBTC core processing unit is in a train control state, the CTCS core processing unit forwards braking, traction switching and other commands of the CBTC core processing unit to a train, and safety control of the CBTC core processing unit on the train is achieved.
The process of the CTCS core processing unit converting the controlling right to the CBTC core processing unit is shown in FIG. 2. Under the condition that the CTCS core processing unit has the car control right, when receiving a switching command, firstly judging whether the conditions of switching the car control right are met: and the vehicle control right switching is carried out only when the working state of the CTCS core processing unit is normal, the working state of the CBTC core processing unit is normal, the current CTCS has no braking command output, the current speed is lower than the allowable speed of the CBTC system, and the current CTCS is in a CTCS working mode which allows the vehicle control right to be switched. Illustratively, the shunting mode does not allow the switching of the car control right, and other modes such as a full mode, a partial mode and the like allow the switching of the car control right. As shown in fig. 2, the CTCS core processing unit sends a notice of handing over the right to control the car to the CBTC core processing unit, the CBTC core processing unit returns a confirmation after receiving the notice of handing over the right to control the car, and the CTCS core processing unit hands over the right to control the car to the CBTC core processing unit after receiving the confirmation of switching of the right to control the car. Furthermore, the CBTC core processing unit has the right of controlling the vehicle.
The process of the CBTC core processing unit converting the right to control the train to the CTCS core processing unit is shown in fig. 3. Under the condition that the CBTC core processing unit has the car control right, when the CTCS core processing unit receives a switching command, firstly judging whether the conditions of switching the car control right are met: and only when the CTCS core processing unit is in a normal working state, the CBTC core processing unit is in a normal working state, the current CBTC has no brake command output, the current speed is lower than the speed allowed by the CTCS system, and the current working mode is in a CTCS working mode allowing the control right to be switched, the control right is switched according to the graph 3. Illustratively, the CTCS core processing unit sends a command of recovering the car control right to the CBTC core processing unit, if a transfer car control right confirmation sent by the CBTC core processing unit is received, the transfer car control right is sent to the CTCS core processing unit, and the CTCS core processing unit has the car control right. If the transfer vehicle control right confirmation from the CBTC core processing unit is not received within the set time, the CTCS core processing unit considers that the CBTC core processing unit enters a fault state, the CTCS core processing unit forcibly withdraws the vehicle control right, and software (running on each core processing unit) isolates the CBTC core processing unit, namely the vehicle control information is not forwarded to the CBTC core processing unit, and the vehicle control right is not transferred to the CBTC core processing unit. The forwarded train control information comprises information input from the outside and used for controlling the train and a control command output by the CBTC core processing unit.
In the embodiment of the invention, in order to support the control of the vehicle by the CBTC core processing unit, the CTCS core processing unit forwards all required input and output vehicle control information for the CBTC core processing unit. Namely, the CTCS core processing unit accurately transmits all external input information to the CBTC core processing unit in real time, and outputs the control command of the CBTC core processing unit to the train and the DMI. Specifically, the CTCS core processing unit and the CBTC core processing unit adopt bus communication, and communication capacity and real-time performance are improved. The CTCS core processing unit provides processed information such as speed, acceleration and the like for the CBTC core processing unit, reduces the communication data volume, avoids secondary data processing of the CBTC core processing unit, and improves the working efficiency; a safe communication protocol is established between the CTCS core processing unit and the CBTC core processing unit, so that accurate and timely data transmission is ensured, and safety measures are adopted when communication faults are detected.
When the CTCS core processing unit is in a vehicle control state, the CTCS core processing unit breaks down, the system enters a dead halt state, and emergency braking is applied to stop the vehicle.
When the CTCS core processing unit is in a vehicle control state, the CBTC core processing unit breaks down, the CTCS core processing unit isolates the CBTC core processing unit on software, namely the vehicle control information output and input is not forwarded for the CBTC core processing unit any more, and the vehicle control right is not handed over to the CBTC core processing unit any more.
When the CBTC core processing unit is in a vehicle control state and the CTCS core processing unit is in a normal working state, if the CBTC core processing unit has a fault, the CTCS core processing unit takes back the vehicle control right according to the figure 3 and applies emergency braking to stop the vehicle.
When the CBTC core processing unit is in a vehicle control state and the CTCS core processing unit fails, the CTCS core processing unit recovers the vehicle control right according to the figure 3, applies emergency braking to stop the vehicle and enters a dead halt state.
According to the embodiment of the invention, under various scenes of faults, normality, vehicle control and non-vehicle control of the CTCS core processing unit and the CBTC core processing unit, processing measures in each scene are defined, and the driving safety is ensured.
The information interaction in the car control right switching process of fig. 2 and 3 may be message interaction at a software level, or I/O information interaction at a hardware level, for example, the information interaction is realized by sucking up/dropping down a relay.
Further, the Train control onboard system also integrates an automatic driving function, as shown in fig. 4, an automatic driving unit ATO (automatic Train operation) is arranged in the Train control onboard system, the automatic driving unit is connected with the CTCS core processing unit, when the CTCS core processing unit controls the Train, the CTCS core processing unit provides automatic driving information to the ATO, the CTCS core processing unit interacts information with the human-computer interface unit, guides a driver to drive, and displays related automatic driving information to the driver. The automatic driving unit is connected with the CBTC core processing unit, when the CBTC core processing unit controls the vehicle, the CBTC core processing unit provides automatic driving information for the ATO, the CBTC core processing unit interacts information with the man-machine interface unit, a driver is guided to drive, and relevant automatic driving information is displayed for the driver. The automatic driving unit ATO is connected with a ground temporary Speed limit server TSRS (temporary Speed limit recovery) through wireless, and acquires information such as an operation plan and line data from the temporary Speed limit server TSRS. The automatic driving unit ATO is connected with the train, acquires train information in an automatic driving state, outputs commands such as traction and braking grade to the train, and automatically accelerates, decelerates or coasts the train to realize automatic running of the train.
In the embodiment of the invention, the train control vehicle-mounted equipment can realize the control right switching in two ways. Firstly, the method comprises the following steps: the control right switching between the CTCS core processing unit and the CBTC core processing unit is realized by operating a human-computer interface unit; and secondly, automatically realizing the control right switching between the CTCS core processing unit and the CBTC core processing unit by the CTCS core processing unit according to the grade switching command received by the ground equipment.
In order to realize the train control right switching, the switching command can be sent by the ground equipment or the switching condition can be identified by the train control vehicle-mounted equipment. Illustratively, in the embodiment of the invention, the train control right switching process of the train control on-board device can be supported through a ground line arrangement scheme.
Illustratively, as shown in fig. 5, the terrestrial line includes a CTCS region (i.e., a CTCS line/first system region) and a CBTC region (i.e., a CBTC line/second system region), and overlapping regions (i.e., first system and second system overlapping regions) of the CTCS and CBTC are provided in adjacent regions of the CTCS region and the CBTC region, and the CTCS terrestrial device and the CBTC terrestrial device are simultaneously disposed in the overlapping regions. In the overlapping area, the CTCS core processing unit receives CTCS ground information from CTCS ground equipment, and the CBTC core processing unit receives CBTC ground information from CBTC ground equipment; the ground equipment in the overlapping area can send a grade switching command, and the vehicle-mounted equipment realizes the control right switching according to the grade switching command.
In further examples, the landline includes a CTCS region and a CBTC region, as shown in fig. 6. And respectively arranging a CBTC (communication based train control) forecast area and a CTCS forecast area in adjacent areas of the CTCS area and the CBTC area, wherein the CBTC forecast area is arranged in an area adjacent to the CBTC area in the CTCS area, and the CTCS forecast area is arranged in an area adjacent to the CSTC area in the CBTC area. The CTCS ground equipment and the CBTC ground equipment are connected, and ground information of at least one braking distance of each other can be mutually acquired, so that a train can pass through the boundary of an area at a high speed and enter the next area. Specifically, when an abnormality occurs when entering the next area, the vehicle can be safely stopped within a braking distance, and if no abnormality occurs, the vehicle can pass through at a high speed. Before the train enters the CBTC area from the CTCS area and passes through the CBTC forecast area, the CTCS ground equipment sends the ground information of the CBTC area acquired from the CBTC ground equipment to the vehicle-mounted equipment; the vehicle-mounted equipment determines the speed of the train according to the ground information of the CTCS region and the ground information of the CBTC region, and performs train control right switching on the boundary of the CTCS region and the CBTC region, so that the control of the train by the CBTC core processing unit is realized, and the non-stop trans-regional operation of the train is controlled; before a train enters a CTCS region from a CBTC region and passes through a CTCS forecast region, the CBTC ground equipment sends ground information of the CTCS region acquired from the CTCS ground equipment to vehicle-mounted equipment; and the vehicle-mounted equipment determines the speed of the train according to the ground information of the CBTC area and the ground information of the CTCS area, and performs train control right switching on the boundary of the CTCS area and the CBTC area, so that the train is controlled by the CTCS core processing unit, and the train is controlled to run across the area without stopping. The speed of the train is determined according to the ground information, and the train can pass through the boundary of the area without stopping or reducing the speed.
Based on the same inventive concept, the embodiment of the invention further provides a control method of the train control on-board device compatible with multiple systems, which is used for controlling the train control on-board device, and the specific control process can be obtained from the train control on-board device compatible with multiple systems, and is not described again.
The train control vehicle-mounted equipment compatible with multiple systems of the embodiment of the invention shares most of external interfaces, can avoid the problem that the volume of integrated equipment is obviously increased, and is convenient to install and maintain; compared with the integration of two independent devices of CTCS and CBTC, the scheme has high integration level, low failure probability of the devices and reduced cost of the devices.
Furthermore, the train control vehicle-mounted equipment is flexible and easy to expand, and the CTCS core processing unit and the CBTC core processing unit can be used as software units and simultaneously arranged in a hardware board card to communicate through a virtual bus; or the hardware cards can be respectively arranged in different hardware cards, and communication is carried out through real buses among the cards. The CTCS core processing unit is used as a manager, can be an independent CBTC core processing unit, realizes the control of the CBTC system, can also be expanded, and realizes the control of systems such as LKJ by using other train control system core processing units with functions such as LKJ (train operation monitoring device) and the like. The core processing units of the two systems share the external input and output interface, so that the volume of the equipment is not increased, and the cost of the equipment is not obviously increased. In addition, based on the communication functions of the two core processing units, data interaction can be realized according to a new car control right switching process, and car control right switching is completed.
Although the present 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 solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (28)
1. A train control vehicle-mounted device compatible with multiple systems is characterized by comprising:
the system comprises a first system vehicle-mounted device and a second system core processing unit;
the first system vehicle-mounted equipment comprises a first system core processing unit;
the first system core processing unit is connected with the second system core processing unit;
the first system core processing unit is used for carrying out safety monitoring on the train on a first standard line;
the second system core processing unit is used for carrying out safety monitoring on the train on a second standard line;
the first system and the second system are systems of different systems.
2. The multi-system compatible train control onboard device of claim 1,
and the second system core processing unit realizes safe vehicle control on the second system line based on the input information and the output information forwarded by the first system core processing unit.
3. The multi-system compatible train control onboard device of claim 2,
the first system vehicle-mounted equipment further comprises a human-computer interface unit;
the human-computer interface unit provides a uniform human-computer interface for the train control vehicle-mounted equipment;
the human-computer interface unit supports a first system display specification and a second system display specification;
the first system core processing unit is connected with the man-machine interface unit;
when the first system core processing unit is in a vehicle control state, the man-machine interface unit displays information and performs operation interaction according to a first system display specification;
and when the second system core processing unit is in a vehicle control state, the man-machine interface unit performs information display and operation interaction according to the second system display specification.
4. The multi-system compatible train control onboard device of claim 1,
the first system core processing unit is used for realizing the control right switching between the first system core processing unit and the second system core processing unit.
5. The multisystem-compatible train control onboard device of any one of claims 1 to 4,
the first system is a CTCS system, the first system vehicle-mounted equipment is CTCS vehicle-mounted equipment, and the first system core processing unit is a CTCS core processing unit;
the second system is CBTC equipment, and the second system core processing unit is a CBTC core processing unit;
the first system is a CTCS system;
the second system is a CBTC system.
6. The multi-system-compatible train control onboard device of claim 5, further comprising: a CTCS radio transmission unit and a CBTC radio transmission unit,
the CBTC wireless transmission unit is used for realizing wireless data transmission between the CBTC core processing unit and the zone control center ZC through the LTE network;
and the CTCS wireless transmission unit is used for realizing wireless data transmission between the CTCS core processing unit and the radio block center RBC through a GSM-R network.
7. The multi-system compatible train control onboard device of claim 4,
when the first system core processing unit is in a vehicle control state, the first system core processing unit can output a braking command and/or a traction switching command to the train;
when the second system core processing unit is in a train control state, the first system core processing unit forwards a braking command and/or a traction switching command of the second system core processing unit to the train, so that the second system core processing unit can safely control the train.
8. The multi-system compatible train control onboard device of claim 4,
the first system core processing unit is used for realizing the conversion of the car control right from the first system core processing unit to the second system core processing unit, and comprises the following components:
the first system core processing unit sends a transfer right-to-control forecast to the second system core processing unit;
the second system core processing unit receives the transfer vehicle control right forecast, judges that the second system core processing unit meets the vehicle control condition and sends a vehicle control right switching confirmation to the first system core processing unit;
after receiving the switching confirmation of the car control right, the first system core processing unit hands over the car control right to the second system core processing unit, and the second system core processing unit controls the car.
9. The multi-system compatible train control onboard device of claim 8,
if the first system core processing unit does not receive the switching confirmation of the car control right from the second system core processing unit within the specified time, the first system core processing unit stops the switching of the car control right, judges that the second system core processing unit enters a fault state, does not forward the car control information for the second system core processing unit any more, and does not transfer the car control right to the second system core processing unit any more.
10. The multi-system compatible train control onboard device of claim 4,
the first system core processing unit is further configured to determine whether a condition for switching the right to control is satisfied before the right to control is converted to the second system core processing unit:
and the control right switching is carried out only when the first system core processing unit is in a normal working state, the second system core processing unit is in a normal working state, the current first system has no brake command output, the current speed is lower than the allowable speed of the second system, and the first system core processing unit is in a first system working mode which allows the control right to be switched.
11. The multi-system compatible train control onboard device of claim 4,
the first system core processing unit is used for realizing that the car control right is received back to the first system core processing unit from the second system core processing unit, and comprises the following components:
the first system core processing unit sends a command of withdrawing the car right control to the second system core processing unit;
if the first system core processing unit receives the transfer vehicle control right confirmation sent by the second system core processing unit, the first system core processing unit transfers the vehicle control right to the first system core processing unit, and the first system core processing unit further has the vehicle control right.
12. The multi-system compatible train control onboard device of claim 11,
if the first system core processing unit does not receive the transfer vehicle control right confirmation sent by the second system core processing unit within the specified time, the first system core processing unit forcibly withdraws the vehicle control right, and judges that the second system core processing unit enters a fault state, the vehicle control information is not forwarded to the second system core processing unit any more, and the vehicle control right is not transferred to the second system core processing unit any more.
13. The multi-system compatible train control onboard device of claim 11,
the first system core processing unit is further configured to determine whether a condition for switching the right to control is satisfied before the right to control is recovered to the first system core processing unit:
and the control right switching is carried out only when the first system core processing unit is in a normal working state, the second system core processing unit is in a normal working state, the current second system has no brake command output, the current speed is lower than the allowable speed of the first system, and the first system core processing unit is in a first system working mode which allows the control right switching.
14. The multi-system-compatible train control onboard device of claim 4, wherein the first system core processing unit is configured to:
when the first system core processing unit is in a vehicle control state, the second system core processing unit breaks down, the second system core processing unit is isolated on the first system core processing unit software, vehicle control information is not forwarded to the second system core processing unit, and the vehicle control right is not handed over to the second system core processing unit; and/or
When the second system core processing unit is in a vehicle control state and the first system core processing unit is in a normal working state, if the second system core processing unit fails, the first system core processing unit withdraws the vehicle control right and applies emergency braking to stop the vehicle; and/or
When the second system core processing unit is in a vehicle control state, the first system core processing unit breaks down, the first system core processing unit withdraws the vehicle control right, applies emergency braking to stop the vehicle, and enters a dead halt state.
15. The multi-system-compatible train control onboard device of claim 4, further comprising an automatic drive unit (ATO),
the ATO is connected with the first system core processing unit, and when the first system core processing unit controls the vehicle, the first system core processing unit provides automatic driving information for the ATO;
and the ATO is connected with the second system core processing unit, and when the second system core processing unit controls the vehicle, the second system core processing unit provides automatic driving information for the ATO.
16. The control method of the multi-system-compatible train control onboard equipment according to any one of claims 1 to 15, comprising:
the safety monitoring of the train on the first standard line is realized through a first system core processing unit;
and the first system core processing unit is used for sending input information and output information to the second system core processing unit so as to realize that the second system core processing unit is used for realizing the safety monitoring of the train on a second standard line.
17. The method for controlling the multi-system-compatible train control onboard equipment according to claim 16, comprising:
and the control right switching between the first system core processing unit and the second system core processing unit is realized through the first system core processing unit.
18. The method for controlling the multi-system-compatible train control onboard equipment according to claim 17, comprising:
when the first system core processing unit is in a vehicle control state, the first system core processing unit can output a braking command and/or a traction switching command to the train;
when the second system core processing unit is in a train control state, the first system core processing unit forwards a braking command and/or a traction switching command of the second system core processing unit to the train, so that the second system core processing unit can safely control the train.
19. The method for controlling the multi-system-compatible train control onboard equipment according to claim 17, wherein the step of switching the control right from the first system core processing unit to the second system core processing unit is implemented by the first system core processing unit, and comprises the steps of:
the first system core processing unit sends a transfer right-to-control forecast to the second system core processing unit;
the second system core processing unit receives the transfer vehicle control right forecast, judges that the second system core processing unit meets the vehicle control condition and sends a vehicle control right switching confirmation to the first system core processing unit;
after receiving the switching confirmation of the car control right, the first system core processing unit hands over the car control right to the second system core processing unit, and the second system core processing unit controls the car.
20. The method for controlling a multi-system-compatible train control onboard device according to claim 19,
if the first system core processing unit does not receive the switching confirmation of the car control right from the second system core processing unit within the specified time, the first system core processing unit stops the switching of the car control right, judges that the second system core processing unit enters a fault state, does not forward the car control information for the second system core processing unit any more, and does not transfer the car control right to the second system core processing unit any more.
21. The method for controlling a multi-system-compatible train control onboard device according to claim 19,
the first system core processing unit is further configured to determine whether a condition for switching the right to control is satisfied before the right to control is converted to the second system core processing unit:
and the control right switching is carried out only when the first system core processing unit is in a normal working state, the second system core processing unit is in a normal working state, the current first system has no brake command output, the current speed is lower than the allowable speed of the second system, and the first system core processing unit is in a first system working mode which allows the control right to be switched.
22. The method for controlling a multi-system-compatible train control onboard device according to claim 17,
the method for realizing the recovery of the car control right from the second system core processing unit to the first system core processing unit by the first system core processing unit comprises the following steps:
the first system core processing unit sends a command of withdrawing the car right control to the second system core processing unit;
if the transfer right of car control sent by the second system core processing unit is received, the right of car control is transferred to the first system core processing unit, and the first system core processing unit has the right of car control.
23. The method for controlling a multi-system-compatible train control onboard device according to claim 22,
if the first system core processing unit does not receive the transfer vehicle control right confirmation sent by the second system core processing unit within the specified time, the first system core processing unit forcibly withdraws the vehicle control right, and judges that the second system core processing unit enters a fault state, the vehicle control information is not forwarded to the second system core processing unit any more, and the vehicle control right is not transferred to the second system core processing unit any more.
24. The method for controlling a multi-system-compatible train control onboard device according to claim 22,
the first system core processing unit is further configured to determine whether a condition for switching the right to control is satisfied before the right to control is recovered to the first system core processing unit:
and the control right switching is carried out only when the first system core processing unit is in a normal working state, the second system core processing unit is in a normal working state, the current second system has no brake command output, the current speed is lower than the allowable speed of the first system, and the first system core processing unit is in a first system working mode which allows the control right switching.
25. The method of claim 17, wherein the first system core processing unit is configured to:
when the first system core processing unit is in a vehicle control state, the second system core processing unit fails, the second system core processing unit is isolated on the first system core processing unit software, the vehicle control information is not forwarded to the second system core processing unit, and the vehicle control right is not handed over to the second system core processing unit; and/or
When the second system core processing unit is in a vehicle control state and the first system core processing unit is in a normal working state, if the second system core processing unit fails, the first system core processing unit withdraws the vehicle control right and applies emergency braking to stop the vehicle; and/or
When the second system core processing unit is in a vehicle control state, the first system core processing unit breaks down, the first system core processing unit withdraws the vehicle control right, applies emergency braking to stop the vehicle, and enters a dead halt state.
26. The method for controlling the multisystem-compatible train control onboard equipment according to any one of claims 17 to 25, comprising:
the control right switching between the first system core processing unit and the second system core processing unit is realized by operating the human-computer interface unit; and/or
And automatically realizing the control right switching between the first system core processing unit and the second system core processing unit by the first system core processing unit according to the grade switching command received by the ground equipment.
27. The control method for the multisystem-compatible train control onboard device according to any one of claims 17 to 25,
the ground line comprises a first standard area and a second standard area, a first standard and a second standard overlapping area are arranged in the adjacent areas of the first standard area and the second standard area, and first standard ground equipment and second standard ground equipment are arranged in the overlapping areas at the same time;
the control method comprises the following steps:
in the overlapping area, a first system core processing unit receives the ground information of the ground equipment of the first standard, and a second system core processing unit receives the ground information of the ground equipment of the second standard;
the ground equipment in the overlapping area can send a grade switching command, and the vehicle-mounted equipment realizes the control right switching according to the grade switching command.
28. The control method for the multisystem-compatible train control onboard device according to any one of claims 17 to 25,
the ground line comprises a first system area and a second system area, a second system pre-notification area and a first system pre-notification area are respectively arranged in adjacent areas of the first system area and the second system area, the first system ground equipment and the second system ground equipment are connected, and ground information of at least one braking distance of the opposite side can be mutually acquired;
the control method comprises the following steps:
before the train enters a second system area from the first system area and passes through the second system forecast area, the first system ground equipment sends the ground information of the second system area acquired from the second system ground equipment to the vehicle-mounted equipment;
the vehicle-mounted equipment determines the speed of the train according to the ground information of the first system area and the ground information of the second system area, and performs control right switching on the boundary of the first system area and the second system area, so that the control of the train by the second system core processing unit is realized, and the non-stop cross-area operation of the train is controlled; and/or
Before the train enters the first system area from the second system area and passes through the first system forecast area, the second system ground equipment sends the ground information of the first system area acquired from the first system ground equipment to the vehicle-mounted equipment;
the vehicle-mounted equipment determines the speed of the train according to the ground information of the second system area and the ground information of the first system area, and performs control right switching on the boundary of the first system area and the second system area, so that the control of the train by the first system core processing unit is realized, and the non-stop cross-area operation of the train is controlled.
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| CN113147835A (en) * | 2021-03-18 | 2021-07-23 | 卡斯柯信号有限公司 | Train driving mode switching method based on multi-network integrated train control system |
| CN113879361A (en) * | 2021-09-28 | 2022-01-04 | 通号城市轨道交通技术有限公司 | Train control device and method and train |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117560643A (en) * | 2023-11-28 | 2024-02-13 | 北京和利时系统工程有限公司 | Double-set vehicle-mounted equipment fusion system based on shared peripheral |
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