CN115158411A - Track traffic-based cross-bulb line operation method - Google Patents
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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
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
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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
- B61L27/10—Operations, e.g. scheduling or time tables
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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
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
- B61L2027/204—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using Communication-based Train Control [CBTC]
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Abstract
The invention relates to a track traffic-based cross bulb line operation method. The method comprises the following steps: acquiring bulb line inflection point information in a line, and establishing a bulb line inflection point identification area, wherein the distance of the bulb line inflection point identification area is greater than the calculation range of a train movement authorization system; judging whether the calculation range of the train movement authorization system enters a bulb line inflection point identification area or not based on the train position, and performing operation according to the original operation logic when the calculation range of the train movement authorization system does not enter the bulb line inflection point identification area; when the calculation range of the train movement authorization system is judged to enter the bulb line inflection point identification area, the train movement authorization function is calculated in opposite directions on two sides of the inflection point.
Description
Technical Field
The invention relates to a bulb line running method, belongs to the technical field of rail transit, and particularly relates to a cross-bulb line running method based on rail transit.
Background
A Communication-Based Train Control (CBTC) system is a mainstream Control system of current urban rail transit, serves as a core ground Control device of the CBTC system, a Line Controller (LC) has the main functions of generating and sending Movement Authorization (MA) for trains in a Control range according to position information reported by Communication trains and track occupation/idle information provided by route and trackside devices in interlocking arrangement, is a junction for Train-ground information processing, guarantees the driving efficiency and safe operation of Communication trains in the CBTC system, and has the capacity of Train management under various Train Control levels and driving modes.
When a train passes through a certain point of the bulb line, the running direction of the train can change, the point is called an inflection point, and the running direction of the train can change when the train passes through the inflection point. According to a domestic line description mode, the uplink forward direction of an operation specified line is from left to right, or the downlink forward direction is from right to left, the running direction of a train is reported according to the operation direction, and the CBTC system determines whether the running direction of the train is uplink or downlink in the CBTC system according to the uplink and downlink direction, namely uplink or downlink, specified by the operation. However, when there is a bulb line and an inflection point, it can occur in the existing methods inside the CBTC system: the directions of both sides of the inflection point are suddenly changed, so that the association relation of the sections is difficult to determine and describe according to the existing direction, and the functions of train direction, train EBI, train movement authorization and the like when the train crosses the inflection point are difficult to realize.
At present, most of the lines in China are designed without bulb line special inflection points, and the scene of direction mutation caused by the bulb line inflection points is not considered in the design of the whole rail transit signal system. When an existing track traffic signal system is used for operating a line with a bulb line inflection point, the directions on two sides of the inflection point are suddenly changed, so that the association relation of the sections is difficult to determine and describe according to the existing direction, and the functions of train direction, train EBI (electronic brake indicator), train movement authorization and the like when a train crosses the inflection point are difficult to realize.
Disclosure of Invention
The following presents a simplified summary of one or more aspects in order to provide a basic understanding of such aspects. This summary is not an extensive overview of all contemplated aspects, and is intended to neither identify key or critical elements of all aspects nor delineate the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed description that is presented later.
In order to solve the technical problems in the prior art, the invention provides a rail transit train bulb-crossing line operation method, which ensures that a train smoothly passes through a bulb line inflection point on the premise of ensuring the operation safety of the train.
In order to solve the problems, the scheme of the invention is as follows:
a rail transit-based cross-bulb line operation method comprises the following steps:
acquiring bulb line inflection point information in a line, and establishing a bulb line inflection point identification area, wherein the distance of the bulb line inflection point identification area is greater than the calculation range of a train movement authorization system;
judging whether the calculation range of the train movement authorization system enters a bulb line inflection point identification area or not based on the train position, and performing operation according to the original operation logic when the calculation range of the train movement authorization system is judged not to enter the bulb line inflection point identification area;
when the calculation range of the train movement authorization system is judged to enter the bulb line inflection point identification area, the train movement authorization function is calculated in opposite directions on two sides of the inflection point.
Preferably, in the above method for operating across a bulb line based on rail transit, when the train is located outside the bulb line inflection point identification area and the farthest point of the calculation range of the train movement authorization system is located between the start point and the inflection point of the bulb line inflection point identification area, the train movement direction is calculated.
Preferably, in the above method for operating a train by crossing a bulb line based on rail transit, when the train is located outside the bulb line inflection point identification area and the farthest point of the calculation range of the train movement authorization system is located between the inflection point and the end point of the bulb line inflection point identification area, the train movement authorization function is calculated in the range from the tail of the train to the inflection point, and the train movement authorization function is calculated in the direction opposite to the train moving direction in the range from the inflection point to the point to be calculated.
Preferably, in the above method for operating across the bulb line based on rail transit, when the position of the train is in the bulb line inflection point identification area and the farthest point of the calculation range of the train movement authorization system is between the train and the inflection point, the train movement direction is calculated.
Preferably, in the above method for operating a train by crossing a bulb line based on rail transit, when the train is located in the bulb line inflection point identification area and the farthest point of the calculation range of the train movement authorization system crosses the inflection point, the train movement authorization function is calculated in the range from the tail of the train to the inflection point by using the direction of the train, and the train movement authorization function is calculated in the direction opposite to the train moving direction in the range from the inflection point to the point to be calculated.
Preferably, in the track-based traffic bulb-crossing line operation method, when a train crosses a bulb-crossing line inflection point, the direction of the train is determined based on the following method: and searching the locomotive from the tail of the train to the inflection point according to the running direction of the train, searching the locomotive from the inflection point to the distance needing to be searched according to the direction opposite to the running direction of the train, judging whether the searched locomotive and the locomotive obtained through positioning are the same point, and if the searched locomotive and the locomotive are the same point, judging that the train is in the uplink direction.
Therefore, compared with the prior art, the invention has the advantages that: (1) The compatibility is strong, and under the condition of the existing system and without changing the original logic, the problems of the inflection point and the direction mutation of the bulb line are solved; (2) On the existing system, relevant bulb line data are added through basic data making, scenes about the direction mutation of the bulb line inflection point are embedded in the original scheme, the scenes are identified according to the position and the function of a train, and the direction mutation is processed, so that the CBTC system supports the bulb line, and the operation capacity of the CBTC system is improved.
Drawings
The accompanying drawings, which are incorporated herein and form a part of the specification, illustrate embodiments of the present invention and, together with the description, further serve to explain the principles of the invention and to enable a person skilled in the pertinent art to make and use the disclosure.
FIG. 1 is a flow chart illustrating the handling of a bulb line with a big-end attribute as an example;
FIG. 2 is a schematic view of a small end attribute bulb line;
FIG. 3 is a schematic view of a large-end attribute bulb line;
FIG. 4 is a schematic view of a large end inflection point of a bulb line identification region;
FIG. 5 is a diagram illustrating a large end inflection point as an example, and the system computing range does not cross the inflection point;
FIG. 6 is a diagram illustrating a large end inflection point as an example, and a system calculation range crossing the inflection point;
FIG. 7 is a schematic diagram of a train crossing a corner, with a large end corner as an example;
FIG. 8 is a schematic view when the train is positioned within the bulb line inflection point identification zone and the tail of the train crosses the inflection point;
fig. 9 is a schematic diagram of an application of the embodiment of the present invention.
Embodiments of the present invention will be described with reference to the accompanying drawings.
Detailed Description
Examples
In this embodiment, the communication-based train control Communication Based Train Control (CBTC) refers to a continuous train automatic control system that is constructed by a train active positioning technology that does not depend on a trackside train occupancy detection device, a continuous train-ground bidirectional data communication technology, and a vehicle-mounted and ground processor that can perform a safety function.
In this embodiment, a line controller (LineController) LC system is mainly responsible for calculating a Mobility Authorization (MA) for a communication train within a control range of the line controller according to position information reported by the communication train and track occupation/idle information provided by interlocking arranged route and trackside devices, so as to ensure safe operation of the communication train within the control range.
The automatic protection (ATP) of the train is a vehicle-mounted subsystem which directly ensures the safety of the train, and realizes the whole protection of the safety of the train. ATP is arranged at the head and tail of each train, autonomous positioning is realized through a speed sensor, a speed measuring radar and a odometer, the position and speed information of the train are corrected through a responder, the Movement Authorization (MA) of the train is obtained through wireless communication (or a variable data responder), a control speed curve of the train is calculated and generated, the position and the speed of the train are protected, and the driving safety is ensured.
Bulb line: the turning-back track is in a shape like a bulb, is used for turning a train, has a similar action to that of a turning-back track, cannot meet the condition that only a single-end train finishes turning, and can finish single-end turning without turning or even stopping by a bulb line. The light bulb wire is useful for passenger trains and freight trains, and can help the trains to complete reversing especially when the trains only have one-way driving platforms.
In a normal line, the calculation of the mobile authorization can be calculated according to the direction of the train, but in a place with a bulb line, the calculation cannot be performed only by the direction, and even the whole system is seriously crashed, so that special processing is required to be performed, and the calculation is performed according to sudden change of the direction. The embodiment is used for identifying abrupt direction changes and establishing identification areas to ensure the success of calculation of the safety functions.
As shown in fig. 1, in the method for operating a train crossing a bulb line based on rail transit according to this embodiment, based on an existing system, relevant bulb line data is added through basic data creation, and in an original scheme, a bulb line identification area is established, a scene about a sudden change in the direction of a knee point of a bulb line is embedded, and the scene is identified according to the position and function of the train, so as to process the sudden change in the direction. The whole track traffic signal system, such as an ATP system, a CI system and an ATS system, can run across the bulb line by using the scheme,
when a train runs, a ground equipment LC system, or a CI system, or an ATO system, or an automatic train protection system ATP, or the combination of the systems obtains the inflection point information of the bulb line in the line, and establishes a bulb line identification area;
when the train normally runs, the ground equipment LC system acquires the position of the train, judges whether the train enters the bulb line identification area or not, and operates according to the original operation logic when judging that the train does not enter the bulb line identification area; here, although the bulb line is mainly processed by the ground equipment LC system, in practical applications, ATP and ATO are processed in the same manner, and when calculating EBI (emergency braking curve speed) and SBI (recommended speed), it is necessary to cross the bulb line, identify the bulb line, and establish a bulb line identification area.
When the train is judged to enter the bulb line identification area, whether direction change is needed during calculation is judged.
In this embodiment, when electronic map data is generated, the position of the inflection point of the bulb line is identified by the static electronic map data, and the attributes of the large end and the small end of the inflection point are identified at the same time. The location of the bulb line inflection point can be identified by static electronic map data, while identifying the attributes of the inflection point, tentatively referred to as the large and small ends. According to a domestic line description mode, the uplink forward direction of an operation specified line is from left to right, or the downlink forward direction is from right to left, the train running direction is reported according to the operation direction, and the CBTC system determines whether the train running direction is uplink or downlink in the CBTC system according to the uplink and downlink direction, namely uplink or downlink, specified by the operation.
Namely, when electronic map data are manufactured, a system divides and determines a route according to a certain division principle, and the positions of equipment description coordinate points in the data are described in a mode of 'track section and offset'. The offset is the distance from the starting point of the track section to the coordinate point along the ascending direction of the line, namely the distance from the left end of the track section to the coordinate point.
When the offset of an inflection point in a track section is 0, the inflection point is represented as a small end attribute (denoted by the numeral 1), as shown in fig. 2; when the offset of an inflection point in a track section is the longest of the track sections, the inflection point is represented as a large end attribute, as shown in fig. 3. When electronic map data is produced, a separate table is created: bulb line data, table content includes a corner ID, a corner location, a corner attribute, such as a small end attribute represented by a numeral 1 and a large end attribute represented by a numeral 2.
In order to take the existing line principle into consideration, in the process of initializing each system of the equipment, a bulb line identification area can be dynamically identified and established according to the position of an inflection point and the attribute of the inflection point, and meanwhile, whether the inflection point needs to be found or not can be dynamically identified according to the position of a train, namely when the train enters the range of the bulb line, the train needs to pass through the logical operation of the bulb line (such as the functions of calculating the position of the train, the direction of the train, moving authorization, protecting a signal machine, EBI emergency braking curve speed, SBI recommended speed and the like), and the direction mutation needs to be considered.
As shown in fig. 4. This table is used to describe bulb line point locations and attributes (size ends) according to a bulb line data table. And evaluating the position which can be calculated by the farthest MA and other conditions according to the inflection point position of the MA, and establishing a bulb line inflection point identification area in the area range before and after the inflection point. When the content (position, distance and equipment) needing to be calculated appears in the bulb line inflection point identification area, the special processing of judging whether the inflection point exists is needed, direction mutation is carried out, if the direction mutation is not considered, the condition that the calculation is failed or cannot be calculated is caused, and the whole system is seriously crashed. The distance of the bulb line identification area is greater than the system calculation range of the maximum function area of the train; the recognition area is established on the premise that the train cannot be outside the recognition area, and the calculated range exceeds the recognition area and reaches the scene outside the recognition area. If so, the range of the established identification area is not reasonable.
And identifying a scene according to the position and the function of the train, and processing sudden change of direction, wherein the following scene is a scene that the train does not cross the inflection point and enters in the direction of the inflection point. The method comprises the following specific steps:
and identifying a scene according to the position of the train and different calculation functions, and further judging whether direction mutation processing is required.
When the train does not enter the identification area
When the position of the train is outside the bulb line inflection point identification area, neither the MA required to be calculated nor the related functions enter the identification area, namely, abrupt direction change processing is not required.
When the train position is outside the bulb line inflection point identification area, and the MA and related function system calculation range to be calculated enter the identification area, but the inflection point is not crossed, namely, the abrupt direction change processing is not needed, as shown in FIG. 5.
When the position of the train is outside the bulb line inflection point identification area, and the MA and related functions needing to be calculated enter the identification area, but cross the inflection point, the direction mutation processing is needed, as shown in FIG. 6. In the range from the tail of the train to the inflection point, the direction of the train is used for calculation, and in the range from the inflection point to the point needing to be calculated, the calculation is carried out in the opposite direction. Taking a large-end attribute bulb point as an example, when the train tail reaches the inflection point, performing logic calculation according to the train direction ascending; the calculation is performed in the range from the inflection point to the point to be calculated, i.e., downward in the opposite direction (downward).
When the train enters the identification zone
When the train is positioned in the bulb line inflection point identification area, the train drives in towards the direction of the inflection point, the train is distinguished by whether the point needing to be calculated crosses the inflection point or not, and when the point needing to be calculated does not enter the inflection point, the direction mutation treatment is not needed in the same way. The point needing to be calculated crosses the entering inflection point, namely, the direction mutation processing is needed. According to the position of the inflection point, the train direction is used for calculation in the range from the tail of the train to the inflection point, and the calculation is carried out in the range from the inflection point to the point needing to be calculated, namely in the opposite direction. The calculation points are obtained by performing overall analysis according to the whole track system, and the calculation points can calculate the distance which needs to be inquired furthest for one time. For example: at most, one vehicle can only match three routes, and then according to a specific route map, the bulb line point is taken as a starting point, the lengths of the three routes are taken as end points, and the end points of the three routes are all calculation points.
When a train crosses an inflection point, the direction of the train needs to be determined, and the direction from the tail of the train to the head of the train is the direction of the train according to the definition of the direction of the train. When a train crosses an inflection point, as shown in fig. 7, the train starts to enter the inflection point in the upstream direction, and at this time, the influence of the inflection point needs to be considered in the train calculation method. The train passes through the transponder and the periodic running distance, and the current position of the train head is calculated. The distance of the train length of the train is calculated in the ascending direction, the inflection point with a large end in the front is found, the direction of the inflection point is changed, the distance of the train length is searched forward in the descending direction, the position of the train tail is determined, and finally the running direction of the train is determined according to the direction from the train tail to the train head. Under the condition of no inflection point, the train direction from the tail to the head can be determined by searching the direction of the tail through the position of the head, but because the train is pressed on the inflection point, the train direction calculated and processed by the method is wrong, and the train direction needs to be regarded as the train direction according to the direction of searching the head from the tail.
And determining the direction of the train, and searching the train head according to the position of the train tail and the distance of the train length. Taking the big end attribute as an example, the train is searched in the ascending direction through the train tail, the direction is changed to continue searching in the descending direction through the big end inflection point, the distance of the train length is searched, the point of the train head is determined, and the searched train head and the positioned train head point are compared to be one, namely, the train direction is explained to be ascending.
When the train is pressed across the inflection point, the train normally runs forwards. At the moment, the train is in a bulb line inflection point identification area, the train body is pressed on an inflection point, the direction sudden change position at the inflection point is needed when MA or other calculations are carried out on the train, the direction of the train is used for calculating according to the position of the inflection point and the range from the tail of the train to the inflection point, and the calculation is carried out in the range from the inflection point to the point needing to be calculated, namely in the opposite direction. Taking a large-end attribute bulb point as an example, when the train tail reaches the inflection point, calculating according to the train direction ascending; the calculation is carried out in the range from the inflection point to the point needing to be calculated, namely, descending in the opposite direction (descending).
When the train position is in the bulb line inflection point identification area and the train tail crosses the inflection point, the direction mutation processing is not needed, as shown in fig. 8.
Fig. 9 shows an application example of the present embodiment. According to the embodiment, scenes are identified according to the positions and functions of the trains, and abrupt change of direction is processed. When designing according to the circuit, set up the semaphore in the knee point department for the line protection, according to normal logic, the semaphore protection direction of big end attribute point department is the uplink promptly, but when this semaphore is in knee point department, if the semaphore only sets up the protection direction for the uplink, then the direction that the train on both sides passes through this semaphore is the uplink, if just calculate with the protection direction of semaphore, then can make the calculation cause the deviation, consider the particularity of bulb line knee point, look for through the protection direction promptly, and cross the knee point, the direction sudden change looks for the semaphore, it is correct protection semaphore. The system can recognize that the path traveled in the direction of train 1 is guarded by the semaphore.
In this embodiment, while, for purposes of simplicity of explanation, the methodologies are shown and described as a series of acts, it is to be understood and appreciated that the methodologies are not limited by the order of acts, as some acts may, in accordance with one or more embodiments, occur in different orders and/or concurrently with other acts from that shown and described herein or not shown and described herein, as may be understood by those of ordinary skill in the art.
It is noted that references in the specification to "one embodiment," "an example embodiment," "some embodiments," etc., indicate that the embodiment described may include a particular feature, structure, or characteristic, but every embodiment may not necessarily include the particular feature, structure, or characteristic. Moreover, such phrases are not necessarily referring to the same embodiment. Further, when a particular feature, structure, or characteristic is described in connection with an embodiment, it is submitted that it is within the knowledge of one skilled in the art to effect such feature, structure, or characteristic in connection with other embodiments whether or not explicitly described.
The previous description of the disclosure is provided to enable any person skilled in the art to make or use the disclosure. Various modifications to the disclosure will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other variations without departing from the spirit or scope of the disclosure. Thus, the disclosure is not intended to be limited to the examples and designs described herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (6)
1. A cross-bulb line operation method based on rail transit is characterized by comprising the following steps:
acquiring bulb line inflection point information in a line, and establishing a bulb line inflection point identification area, wherein the distance of the bulb line inflection point identification area is greater than the calculation range of a train movement authorization system;
judging whether the calculation range of the train movement authorization system enters a bulb line inflection point identification area or not based on the train position, and performing operation according to the original operation logic when the calculation range of the train movement authorization system is judged not to enter the bulb line inflection point identification area;
when the calculation range of the train movement authorization system is judged to enter the bulb line inflection point identification area, the train movement authorization function is calculated in opposite directions on two sides of the inflection point.
2. The method as claimed in claim 1, wherein when the train is located outside the bulb line inflection point identification area and the farthest point of the calculation range of the train movement authorization system is between the start point and the inflection point of the bulb line inflection point identification area, the train movement direction is calculated.
3. The rail transit-based bulb-line crossing operation method according to claim 1, wherein when the train is located outside the bulb-line inflection point identification area and the farthest point of the calculation range of the train movement authorization system is located between the inflection point and the end point of the bulb-line inflection point identification area, the train movement authorization function is calculated in the range from the tail of the train to the inflection point, and the train movement authorization function is calculated in the direction opposite to the train moving direction in the range from the inflection point to the point needing to be calculated.
4. The method as claimed in claim 1, wherein the train is calculated according to the train moving direction when the train is located in the bulb line inflection point identification area and the farthest point of the calculation range of the train moving authorization system is between the train and the inflection point.
5. The rail transit-based bulb-line crossing operation method as claimed in claim 1, wherein when the train is positioned in the bulb-line inflection point identification area and the farthest point of the calculation range of the train movement authorization system goes beyond the inflection point, the train movement authorization function is calculated in the range from the tail of the train to the inflection point by using the direction of the train, and the train movement authorization function is calculated in the range from the inflection point to the point to be calculated by using the direction opposite to the train moving direction.
6. The rail transit bulb line crossing operation method based on the claim 1 is characterized in that when a train crosses a bulb line inflection point, the direction of the train is judged based on the following method: and searching the locomotive from the tail of the train to the inflection point according to the running direction of the train, searching the locomotive from the inflection point to the distance needing to be searched according to the direction opposite to the running direction of the train, judging whether the searched locomotive and the locomotive obtained through positioning are the same point, and if the searched locomotive and the locomotive obtained through positioning are the same point, judging that the train is in the uplink direction.
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