CN115230772A - Redundant protection method for speed and distance measurement of urban rail train - Google Patents
Redundant protection method for speed and distance measurement of urban rail train Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
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- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
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Abstract
The invention discloses a redundant protection method for speed and distance measurement of an urban rail train, which analyzes a speed and distance measurement redundant protection scene and a protection scheme of the urban rail train, determines key data and data quantity required to be communicated between two speed and distance measurement processors at the head and the tail of the train, analyzes constraint conditions of CAN bus communication between the two speed and distance measurement processors at the head and the tail of the train according to the key data and the data quantity, determines baud rate of the CAN bus communication between the two speed and distance measurement processors at the head and the tail of the train, analyzes data difference and data transmission time consumption of the speed and distance measurement processors at the head and the tail of the train, determines a train operation key data correction and compensation algorithm for the speed and distance measurement redundant protection at the head and the tail of the train, corrects the operation direction, the speed and the distance of the train according to the key data correction and compensation algorithm, and generates a fault detection scheme with a speed and distance measurement function and a safety output protection scheme for the speed and distance measurement data of the two ends.
Description
Technical Field
The invention belongs to the technical field of urban rail train monitoring, and particularly relates to a speed and distance measurement protection technology.
Background
The urban rail train speed and distance measuring system provides accurate train position information and running state information for an automatic train control system and an automatic running system, and is an important precondition for safe running of an urban rail train. The popularization of the unmanned technology puts higher requirements on the stability and the safety of a speed and distance measuring system.
Most current train speed and distance measuring systems do not support a redundancy protection function. After the fault of the single-end speed and distance measuring function, the automatic train control system judges that the speed and distance measuring function is unavailable, and the train cannot be positioned or enters a non-safe running state. In this case, the train is forced to stop for safety.
In a few of the functions of realizing the train positioning redundancy protection, the speed and distance measuring processors at the head end and the tail end of the train are not communicated with each other. Automatic control systems at both ends of the train are communicated with each other, and a head-tail redundancy protection function is realized, so that the challenges are brought to the safety and complexity of the automatic control systems of the train.
The mode that adopts more safe convenient realizes the train and tests the redundant protection of range finding function, is the effective measure who promotes train operation security and economic nature.
Disclosure of Invention
The invention provides a redundant protection method for speed and distance measurement of an urban rail train, aiming at solving the problems in the prior art, and carrying out redundant protection on a fault scene with single-ended speed and distance measurement function caused by the fault of an external sensor of the urban rail train or the fault of data voting.
The method comprises the steps of analyzing a speed and distance measuring redundancy protection scene and a protection scheme of the urban rail train, determining key data and data volume needing to be communicated between two speed and distance measuring processors at the head and the tail of the train, analyzing constraint conditions of CAN bus communication between the two speed and distance measuring processors at the head and the tail of the train according to the key data and the data volume, determining baud rate of the CAN bus communication between the two speed and distance measuring processors at the head and the tail of the train, analyzing output data difference and data transmission time consumption of the two speed and distance measuring processors at the head and the tail of the train, determining train operation key data correction and compensation algorithm of the speed and distance measuring redundancy protection at the head and the tail of the train, correcting the direction, the speed and the distance of train operation according to the key data correction and compensation algorithm, and generating a double-end speed and distance measuring function fault detection scheme and a speed and distance measuring data safety output protection scheme.
Further, the redundant protection scenario and protection scheme includes: according to the data input source and the implementation algorithm of the urban rail train speed and distance measuring function, possible reasons of single-end speed and distance measuring function faults are listed, the possible reasons comprise BTM faults, faults of two or more speed measuring sensors in a radar and a double-path OPG, speed and distance measuring data voting faults, a set of speed and distance measuring device is respectively placed at the head end and the tail end of a train, a double-end speed and distance measuring processor connected with a head end through a twisted pair wire transmits double-end data by using a CAN bus protocol, and when the speed and distance measuring output data are unavailable due to the external sensor faults or the data voting faults, the received tail-end speed and distance measuring data are output after compensation and correction and are used for train positioning.
Further, critical data and data volumes, including: the method comprises the steps that key information data such as the running speed and the acceleration of a train, transponder information and turnout information received from a BTM (train transfer protocol), the distance from a last passing transponder, the running distance of the train in a single speed and distance measuring processing period, the uncertainty of the speed of the train, the uncertainty of the distance of the transponder, the wheel diameter value of a wheel, the fault states of the BTM and a speed measuring sensor and the like are added, the safety and the integrity of data transmission are considered, when data are transmitted, the frame head and the frame tail are added before and after a data frame, and the total data amount of double-end communication is calculated in an accumulated mode.
Further, the baud rate of the CAN bus communication includes: calculating a required transfer time based on the total amount of data and the baud rate, the transfer time being less than a time limit for allowing data transfer during a single operating cycle of the processor, i.e. the
Wherein T is trans Representing data from the end of the trainTime of end transfer to train head end, len trans Representing the total amount of data to be transmitted, B the baud rate, T limit The maximum time that the speed and distance measuring processor allows data transmission to occupy in a single operation cycle is represented, and the relation between the communication speed and the communication distance of the CAN bus is met by combining the distance between the speed and distance measuring processors at the head end and the tail end of the train.
Further, the direction of train operation is rectified, including: and the detection directions of the head end and the tail end of the train are opposite, and the running direction of the train at the tail end acquired under the redundant protection scene is subjected to negation processing.
Further, correcting the running speed of the train comprises the following steps: at the same time, the transmission time difference between the tail end speed measurement data received by the head end of the train and the actual running speed of the train is expressed by a compensation algorithm, namely
Wherein T is comp Represents the compensation time, T calcu Indicating the moment of compensation of speed and distance measuring data, T receive Indicating the time of reception of the other end of data, V comp Representing compensated speed, V receive And a represents the running acceleration of the train.
Further, correcting the distance traveled by the train comprises: at the same time, the transmission time difference between the ranging data at the tail end received by the head end of the train and the actual running position of the train is represented by a compensation algorithm, namely D comp ＝D receive +V comp T comp Wherein D is comp Representing compensated train ranging data, D receive Indicating the received other end ranging data.
Further, the functional failure detection scheme includes: reading two or more speed measuring sensor fault zone bits, BTM fault zone bits and data voting fault zone bits in the received tail end data, judging whether the tail end speed measuring and distance measuring has functional faults or not according to the setting conditions of the three zone bits, and if the tail end speed measuring and distance measuring has the faults, directly alarming without using the received tail end speed measuring and distance measuring data.
Further, the data security output protection scheme includes: reading the speed measurement data in the received tail end data, calculating the difference value between the speed measurement data and the speed measurement data of the local end, judging that the tail end speed measurement function is abnormal if the difference value exceeds a preset threshold value, and directly alarming without using the received tail end speed measurement and distance measurement data.
The invention has the beneficial effects that: the constraint conditions of communication of speed measuring and ranging processors positioned at the head end and the tail end of the train are considered, the calculation relation between the CAN bus baud rate used by the head end and the tail end of the train and the communication data volume is determined, the fault scene of single-end speed measuring and ranging function caused by high-frequency speed measuring sensors and BTM faults in actual line operation is considered, the stability of speed measuring and ranging data output of the urban rail train is improved, the detection and protection are performed aiming at the fault scene of the double-end speed measuring and ranging function, and the safety is improved.
Drawings
Fig. 1 is a relation between a communication speed and a communication distance of a CAN bus, fig. 2 is a communication principle of a train head-tail double-end speed and distance measuring system, and fig. 3 is a protection scheme flow.
Detailed Description
The technical scheme of the invention is specifically explained in the following by combining the attached drawings.
The relation between the communication speed and the communication distance of the CAN bus is shown in fig. 1, the communication speed set by the CAN bus is in negative correlation with the supported communication distance, namely, a higher communication speed is adopted, the data communication efficiency between the speed and distance measuring processors CAN be improved, but the supported communication distance is shorter, if a lower communication speed is adopted, the communication efficiency between the processors CAN be reduced, but a longer communication distance CAN be supported, and two factors of data transmission time limit and the communication distance between the head and the tail of a train, which are tolerated by the speed and distance measuring processors, are comprehensively considered.
The communication principle of the train head-tail double-end speed and distance measuring system is shown in fig. 2, in the speed and distance measuring systems at the head and the tail, the processors use an adaptive communication mode to collect input data of external speed and distance measuring sensors, three processors are configured in a single-end speed and distance measuring system, data communication and data voting relations exist among the three processors, and finally the speed and distance measuring data after voting processing are output.
The protection scheme flow is shown in fig. 3, and includes the following steps:
step 1, analyzing a speed and distance measuring redundant protection scene and a protection scheme of an urban rail train, and determining key data and data quantity needing to be communicated between two speed and distance measuring processors at the head and the tail of the train;
step 2, based on the key data and the data volume, analyzing the constraint conditions of the CAN bus for communication between the head-tail double-end speed and distance measuring processors, and determining the baud rate of the CAN bus communication between the head-tail double-end processors;
step 3, analyzing the difference of speed and distance measuring data output by the head-tail double-end processors of the train and the time consumed by data transmission based on the Baud rate of the CAN bus communication, and determining a train operation key data correction and compensation algorithm for redundant protection of speed and distance measuring of the head-tail double-end;
and 4, forming a double-end speed and distance measuring function fault detection scheme and a speed and distance measuring data safety output protection scheme based on the train operation key data correction and compensation algorithm.
In the step 1, the specific processing process for analyzing the speed and distance measuring redundant protection scene and protection scheme of the urban rail train comprises the following steps:
according to the data input source and the implementation algorithm of the urban rail train speed and distance measuring function, possible reasons of single-end speed and distance measuring function faults are listed, wherein the possible reasons comprise BTM faults, faults of two or more speed measuring sensors in a radar and a double-path OPG and speed and distance measuring data voting faults;
the train speed and distance measuring device comprises a train head end and a train tail end, wherein a speed and distance measuring device is respectively arranged at the head end and the tail end of the train, a speed and distance measuring processor connected with the two ends of the train head end is connected by a twisted pair, the data of the two ends are transmitted based on a CAN bus protocol, and when the speed and distance measuring output data is unavailable due to the fault of a head end sensor or a BTM, the received tail end speed and distance measuring data is used for compensating and correcting and then outputting the data for train positioning.
In the step 1, the specific processing process for determining the key data and data volume needing to be communicated between the speed and distance measuring processors at the head end and the tail end of the train comprises the following steps:
determining key information data such as the running speed and acceleration of the train, transponder information and turnout information received from the BTM, the distance from a last passing transponder, the periodic running distance of the train in a single speed and distance measuring processing period, the uncertainty of the train speed, the uncertainty of the transponder distance, the wheel diameter value of the wheel, the fault states of the BTM and the speed measuring sensor and the like, wherein the double-end communication data comprise the key information data;
in consideration of the safety and the integrity of data transmission, frame headers and frame tails need to be added before and after data frames during data transmission, and the total data amount of double-end communication is calculated in an accumulated manner.
In step 2, the specific processing procedure for determining the baud rate of the CAN bus communication between the head-tail double-end processors comprises the following steps:
calculating the required transmission time according to the total amount of data to be transmitted between the head-end speed-measuring and ranging processor and the baud rate, wherein the transmission time is smaller than the time limit of allowing data transmission in a single operation period of the processor and is expressed as
Wherein T is trans Indicating the length of time, len, that data is transmitted from the tail end of the train to the head end of the train trans Representing the total amount of data to be transmitted, B the baud rate, T limit The maximum time length occupied by data transmission in a single operation period of the speed and distance measuring processor is represented;
the practically used CAN bus baud rate is selected by combining the distance between the speed and distance measuring processors at the head end and the tail end of the train, and the relation between the communication speed and the communication distance of the CAN bus needs to be met.
In step 3, the concrete processing process of the train operation key data correction and compensation algorithm for determining the head-to-tail double-end speed measurement and ranging redundancy protection comprises the following steps:
train running direction correction: the detection directions of the head end and the tail end of the train are opposite, and the running direction of the train at the tail end acquired in a redundancy protection scene is subjected to negation processing;
correcting the running speed of the train: at the same moment, the transmission time difference exists between the tail end speed measurement data received by the head end of the train and the actual running speed of the train, and the compensation algorithm is expressed as
Wherein T is comp Represents the compensation time, T calcu Indicating the moment of compensation of speed and distance measuring data, T receive Indicating the time of reception of peer data, V comp Representing compensated speed, V receive Representing the received speed measurement data of the opposite terminal, wherein a represents the running acceleration of the train;
train running distance correction: at the same moment, the transmission time difference exists between the tail ranging data received by the head end of the train and the actual running position of the train, and the compensation algorithm is represented as D comp ＝D receive +V comp T comp In which D is comp Representing compensated train ranging data, D receive Indicating the received peer ranging data.
In step 4, the specific processing procedures for forming the fault detection scheme with double-end speed and distance measuring function and the safety output protection scheme for speed and distance measuring data comprise:
reading fault flag bits of two or more speed measuring sensors, BTM fault flag bits and data voting fault flag bits in the received tail end data, judging whether the tail end speed measuring and ranging function fails or not according to the setting condition of the flag bits, and directly performing fault alarm without using the received tail end speed measuring and ranging data under the condition that the tail end speed measuring and ranging function fails;
and reading the speed measurement data in the received tail end data, calculating the difference value between the speed measurement data and the speed measurement data at the home terminal, considering that the tail end speed measurement function is abnormal under the condition that the difference value exceeds a threshold value, and directly performing fault alarm without using the received tail end speed measurement and distance measurement data.
The above-described embodiments are not intended to limit the present invention, and any modifications, equivalents, improvements, etc. made within the spirit and principle of the present invention are included in the scope of the present invention.
Claims (9)
1. A redundant protection method for speed and distance measurement of an urban rail train is characterized by comprising the following steps: the method comprises the steps of analyzing a speed and distance measuring redundancy protection scene and a protection scheme of the urban rail train, determining key data and data volume needing to be communicated between two speed and distance measuring processors at the head and the tail of the train, analyzing constraint conditions of CAN bus communication between the two speed and distance measuring processors at the head and the tail of the train according to the key data and the data volume, determining baud rate of the CAN bus communication between the two speed and distance measuring processors at the head and the tail of the train, analyzing output data difference and data transmission time consumption of the two speed and distance measuring processors at the head and the tail of the train, determining train operation key data correction and compensation algorithm of the speed and distance measuring redundancy protection at the head and the tail of the train, correcting the direction, the speed and the distance of train operation according to the key data correction and compensation algorithm, and generating a double-end speed and distance measuring function fault detection scheme and a speed and distance measuring data safety output protection scheme.
2. The urban rail train speed and distance measuring redundancy protection method according to claim 1, wherein the redundancy protection scenario and protection scheme comprises: according to the data input source and the implementation algorithm of the urban rail train speed and distance measuring function, possible reasons of single-end speed and distance measuring function faults are listed, the possible reasons comprise BTM faults, faults of two or more speed measuring sensors in a radar and a double-path OPG, speed and distance measuring data voting faults, a set of speed and distance measuring device is respectively placed at the head end and the tail end of a train, a double-end speed and distance measuring processor connected with a head end through a twisted pair wire transmits double-end data by using a CAN bus protocol, and when the speed and distance measuring output data are unavailable due to the external sensor faults or the data voting faults, the received tail-end speed and distance measuring data are output after compensation and correction and are used for train positioning.
3. The urban rail train speed and distance measuring redundancy protection method according to claim 1, wherein the key data and data volume comprises: the method comprises the steps that key information data such as the running speed and the acceleration of a train, transponder information and turnout information received from a BTM (train transfer protocol), the distance from a last passing transponder, the running distance of the train in a single speed and distance measuring processing period, the uncertainty of the speed of the train, the uncertainty of the distance of the transponder, the wheel diameter value of a wheel, the fault states of the BTM and a speed measuring sensor and the like are added, the safety and the integrity of data transmission are considered, when data are transmitted, the frame head and the frame tail are added before and after a data frame, and the total data amount of double-end communication is calculated in an accumulated mode.
4. The urban rail train speed and distance measuring redundancy protection method according to claim 1, wherein the baud rate of CAN bus communication comprises: calculating a required transfer time based on the total amount of data and the baud rate, the transfer time being less than a time limit for allowing data transfer during a single operating cycle of the processor, i.e.
Wherein T is trans Indicating the time, len, at which data is transmitted from the tail end of the train to the head end of the train trans Representing the total amount of data to be transmitted, B the baud rate, T limit The maximum time that the speed and distance measuring processor allows data transmission to occupy in a single operation cycle is represented, and the relation between the communication speed and the communication distance of the CAN bus is met by combining the distance between the speed and distance measuring processors at the head end and the tail end of the train.
5. The urban rail train speed and distance measuring redundancy protection method according to claim 1, wherein the correcting of the train running direction comprises: and the detection directions of the head end and the tail end of the train are opposite, and the running direction of the train at the tail end acquired under the redundant protection scene is subjected to negation processing.
6. The urban rail train speed and distance measuring redundancy protection method according to claim 1, wherein the correcting the running speed of the train comprises: at the same time, the transmission time difference between the speed measurement data at the tail end received by the head end of the train and the actual running speed of the train is calculated by compensationIs expressed by
Wherein T is comp Represents the compensation time, T calcu Indicating the moment of compensation of speed and distance measuring data, T receive Indicating the time of reception of the other end of data, V comp Representing compensated speed, V receive And a represents the running acceleration of the train.
7. The urban rail train speed and distance measuring redundancy protection method according to claim 1, wherein the correcting of the running distance of the train comprises: at the same time, the transmission time difference between the ranging data at the tail end received by the head end of the train and the actual running position of the train is represented by a compensation algorithm, namely D comp ＝D receive +V comp T comp Wherein D is comp Representing compensated train ranging data, D receive Indicating the received other end ranging data.
8. The urban rail train speed and distance measuring redundancy protection method according to claim 1, wherein the functional fault detection scheme comprises: reading two or more speed measuring sensor fault zone bits, BTM fault zone bits and data voting fault zone bits in the received tail end data, judging whether the tail end speed measuring and distance measuring has functional faults or not according to the setting conditions of the three zone bits, and if the tail end speed measuring and distance measuring has the faults, directly alarming without using the received tail end speed measuring and distance measuring data.
9. The urban rail train speed and distance measuring redundancy protection method according to claim 1, wherein the data safety output protection scheme comprises: reading the speed measurement data in the received tail end data, calculating the difference value between the speed measurement data and the speed measurement data of the local end, judging that the tail end speed measurement function is abnormal if the difference value exceeds a preset threshold value, and directly alarming without using the received tail end speed measurement and distance measurement data.
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