CN115230772B - Urban rail train speed and distance measurement redundancy protection method - Google Patents
Urban rail train speed and distance measurement redundancy protection method Download PDFInfo
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- CN115230772B CN115230772B CN202211006671.XA CN202211006671A CN115230772B CN 115230772 B CN115230772 B CN 115230772B CN 202211006671 A CN202211006671 A CN 202211006671A CN 115230772 B CN115230772 B CN 115230772B
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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
- B61L15/0036—Conductor-based, e.g. using CAN-Bus, train-line or optical fibres
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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
- B61L15/0072—On-board train data handling
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
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- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses a city rail train speed and distance measurement redundancy protection method, which is used for analyzing a city rail train speed and distance measurement redundancy protection scene and a protection scheme, determining key data and data quantity needed to be communicated between train head and tail double-end speed and distance measurement processors, analyzing constraint conditions of CAN bus communication between the train head and tail double-end speed and distance measurement processors according to the key data and the data quantity, determining the baud rate of CAN bus communication between the train head and tail double-end speed and distance measurement processors, analyzing the data difference output by the train head and tail double-end speed and distance measurement processors and the data transmission time consumption according to the baud rate of the CAN bus communication, determining a train operation key data correction and compensation algorithm of the train head and tail double-end speed and distance measurement redundancy protection, correcting the running direction, speed and distance of a train according to the key data correction and compensation algorithm, and generating a double-end speed and distance measurement fault detection scheme and a speed and distance measurement data safety output protection scheme.
Description
Technical Field
The invention belongs to the technical field of urban rail train monitoring, and particularly relates to a speed and distance measuring protection technology.
Background
The urban rail train speed and distance measuring system provides accurate train position information and running state information for the automatic train control system and the automatic running system, and is an important premise for safe running of the urban rail train. The popularization of unmanned technology puts forward higher requirements on the stability and safety of a speed and distance measuring system.
Most of train speed and distance measuring systems at present do not support a redundancy protection function. After the single-end speed and distance measuring function fails, the train automatic control system judges that the speed and distance measuring function is unavailable, and the train cannot be positioned or enters an unsafe running state. In this case, the train is forced to stop for safety.
In a few already implemented train positioning redundancy protection functions, the speed and distance measuring processors at the head and tail ends of the train do not communicate with each other. The automatic control systems at the two ends of the train communicate with each other and realize the head-tail redundancy protection function, which brings challenges to the safety and complexity of the automatic control systems of the trains.
The method is safer and more convenient, the redundant protection of the speed and distance measuring function of the train is realized, and the method is an effective measure for improving the running safety and economy of the train.
Disclosure of Invention
The invention provides a speed and distance measurement redundancy protection method for a urban rail train, which aims to solve the problems in the prior art and performs redundancy protection on a single-ended speed and distance measurement function fault scene caused by an external sensor fault or a data voting fault of the urban rail train.
Analyzing a city rail train speed and distance measurement redundancy protection scene and a protection scheme, determining key data and data quantity which need to be communicated between train head and tail double-end speed and distance measurement processors, analyzing constraint conditions of CAN bus communication between the train head and tail double-end speed and distance measurement processors according to the key data and the data quantity, determining the baud rate of CAN bus communication between the train head and tail double-end speed and distance measurement processors, analyzing data difference and data transmission time of the train head and tail double-end speed and distance measurement processors according to the baud rate of the CAN bus communication, determining a train operation key data correction and compensation algorithm of the train head and tail double-end speed and distance measurement redundancy protection, correcting the running direction, speed and distance of the train according to the key data correction and compensation algorithm, and generating a double-end speed and distance measurement function fault detection scheme and a speed and distance measurement data safety output protection scheme.
Further, the redundant protection scene and protection scheme include: 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 enumerated, wherein the possible reasons comprise BTM faults, radar faults, two or more speed and distance measuring sensor faults in double-path OPG, speed and distance measuring data voting faults, a set of speed and distance measuring devices are respectively arranged at the head end and the tail end of the train, a double-end speed and distance measuring processor connected with the head end through a twisted pair is used for transmitting double-end data through a CAN bus protocol, and when the speed and distance measuring output data are unavailable due to external sensor faults or data voting faults, the received tail end speed and distance measuring data are output after compensation and correction for train positioning.
Further, the key data and data amount include: the method comprises the steps of providing key information data such as the running speed, the acceleration of a train, transponder information and turnout information received from a BTM, 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 train speed, the uncertainty of the distance of the transponder, wheel diameter values of wheels, fault states of the BTM and a speed measuring sensor and the like, adding frame heads and frame tails before and after a data frame when the data is transmitted, and accumulating and calculating the total data of double-end communication in consideration of the safety and the integrity of data transmission.
Further, the baud rate of the CAN bus communication includes: calculating the required transmission time based on the total data and the baud rate, which is less than the time limit for allowing data transmission in a single operating cycle of the processor, i.eWherein T is trans Representing the time of data transmission from the end of the train to the head end of the train, len trans Representing the total amount of data to be transmitted, B representing the baud rate, T limit The maximum time occupied by the data transmission in a single operation period of the speed and distance measuring processor is represented, and the relationship between the communication speed and the communication distance of the CAN bus is satisfied by combining the distance between the speed and distance measuring processors at the head end and the tail end of the train.
Further, correcting the direction of train operation includes: and the detection directions of the head end and the tail end of the train are opposite, and the running direction of the tail end train acquired in the redundant protection scene is subjected to inverse processing.
Further, correcting the speed of train operation includes: 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 represented by a compensation algorithm, namelyWherein T is comp Indicating the compensation time T calcu Indicating the moment of compensating the speed and distance measurement data, T receive Indicating the time of receiving the data at the other end, V comp Indicating the compensated speed, V receive And the received speed measurement data of the other end is represented, and a represents the running acceleration of the train.
Further, correcting the distance traveled by the train includes: at the same time, the transmission time difference between the tail end ranging data 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 Represents compensated train ranging data D receive Representing the received other end ranging data.
Further, the functional failure detection scheme includes: and reading two or more paths of 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 a functional fault according to the setting conditions of the three zone bits, and if the tail end speed measuring and distance measuring has the fault, directly alarming without using the received tail end speed measuring and distance measuring data.
Further, the data security output protection scheme includes: and reading the speed measurement data in the received tail end data, calculating the difference value between the speed measurement data and the local end speed measurement data, and if the difference value exceeds a preset threshold value, judging that the tail end speed measurement function is abnormal, and directly alarming without using the received tail end speed measurement and distance measurement data.
The invention has the beneficial effects that: the constraint condition of communication of the speed and distance measuring processors at the head and tail ends of the train is considered, the calculation relation between the CAN bus baud rate and the communication data volume is clearly defined for the head and tail end communication, the single-end speed and distance measuring function fault scene caused by high-frequency speed measuring sensors and BTM faults in actual line operation is considered, the stability of speed and distance measuring data output of the urban rail train is improved, the double-end speed and distance measuring function fault scene is detected and protected, and the safety is improved.
Drawings
Fig. 1 is a relation between a communication rate and a communication distance of a CAN bus, fig. 2 is a communication principle of a train head-tail double-end speed measuring and distance measuring system, and fig. 3 is a protection scheme flow.
Detailed Description
The technical scheme of the invention is specifically described below with reference to the accompanying drawings.
The relationship between the communication rate of the CAN bus and the communication distance is shown in figure 1, and as the communication rate set by the CAN bus is inversely related to the supported communication distance, namely, a higher communication rate is adopted, the data communication efficiency between the speed and distance measuring processors CAN be improved, but the supportable communication distance is shorter, if a lower communication rate is adopted, the communication efficiency between the processors CAN be reduced, but a longer communication distance CAN be supported, and two factors of the data transmission time limit tolerated by the speed and distance measuring processors and the communication distance between the head and the tail of a train 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 train head-tail double-end speed and distance measuring system, a processor collects input data of an external speed and distance measuring sensor by using an adaptive communication mode, three processors are configured in the single-end speed and distance measuring system, data communication and data voting relations exist among the three processors, and finally the voted speed and distance measuring data are output.
The protection scheme flow is shown in fig. 3, and comprises the following steps:
step 1, analyzing a speed and distance measurement redundant protection scene and a protection scheme of a urban rail train, and determining key data and data quantity which need to be communicated between speed and distance measurement processors at the head end and the tail end of the train;
step 2, based on the key data and the data quantity, analyzing constraint conditions of the CAN bus for communication between the head-end and the tail-end speed measurement and distance measurement processors, and determining the baud rate of the communication between the head-end and the tail-end processors by using the CAN bus;
step 3, analyzing the difference of the speed and distance measurement data output by the head-tail double-end processor of the train and the time consumption of the data transmission based on the baud rate of the CAN bus communication, and determining a train operation key data correction and compensation algorithm of the head-tail double-end speed and distance measurement redundancy protection;
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 step 1, the specific processing procedure for analyzing the urban rail train speed and distance measurement redundancy protection scene and the protection scheme 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 enumerated, wherein the possible reasons comprise BTM faults, radar faults, two or more speed measuring sensor faults in double-path OPG faults and speed and distance measuring data voting faults;
and when the speed and distance measuring output data are unavailable due to faults of the head end sensor or the BTM, the received tail end speed and distance measuring data are used for compensating and correcting and then are output for train positioning.
In step 1, the specific processing procedure for determining the key data and the data volume to be communicated between the train head-tail double-end speed measuring and distance measuring processors comprises the following steps:
determining that the double-end communication data comprises key information data such as the running speed, the acceleration, the transponder information and the turnout information received from the BTM, the distance from the 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;
considering the safety and the integrity of data transmission, the head and the tail of a frame are required to be added before and after the data frame in data transmission, and the total data of double-end communication is calculated in an accumulated mode.
In step 2, the specific processing procedure for determining the baud rate between the head and tail dual-end processors by using the CAN bus includes:
calculating a required transmission time according to the total data quantity and baud rate required to be transmitted between the head-end and tail-end speed and distance measuring processors, wherein the transmission time is smaller than the time limit of data transmission allowed in a single operation period of the processors, and is expressed as Wherein T is trans Representing the length of time that data is transferred from the end of the train to the head end of the train, len trans Representing the total amount of data to be transmitted, B representing the baud rate, T limit Representing the maximum time length which is occupied by the allowable data transmission in a single operation period of the speed and distance measuring processor;
the actually used CAN bus baud rate is selected by combining the distance between the head end and the tail end speed measuring and distance measuring processors of the train, and the relation between the communication rate and the communication distance of the CAN bus is required to be satisfied.
In step 3, the specific processing procedure of the train operation key data correction and compensation algorithm for determining the head-tail double-end speed measurement and distance measurement 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 tail end train acquired in the redundant protection scene is subjected to inverse processing;
train running speed correction: at the same time, 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 asWherein T is comp Indicating the compensation time T calcu Indicating the moment of compensating the speed and distance measurement data, T receive Indicating the moment of receiving the data of the opposite terminal, V comp Indicating the compensated speed, V receive Representing received opposite-end speed measurement data, wherein a represents train running acceleration;
train travel distance correction: at the same time, the transmission time difference exists between the tail end ranging data received by the head end of the train and the actual running position of the train, and the compensation algorithm is expressed as D comp ＝D receive +V comp T comp Wherein D is comp Represents compensated train ranging data D receive Representing the received peer ranging data.
In step 4, the specific processing procedure for forming the double-end speed and distance measuring function fault detection scheme and the speed and distance measuring data safety output protection scheme comprises the following steps:
reading two or more paths of received tail end data, namely a fault zone bit of a speed measuring sensor, a BTM fault zone bit and a data voting fault zone bit, judging whether the tail end speed measuring and distance measuring function is faulty or not according to the setting condition of the zone bits, and directly carrying out fault alarm without using the received tail end speed measuring and distance measuring data under the condition of the tail end speed measuring and distance measuring function fault;
and reading the speed measurement data in the received tail end data, calculating the difference value between the speed measurement data and the local end speed measurement data, and under the condition that the difference value exceeds a threshold value, considering that the tail end speed measurement function is abnormal, and directly performing fault alarm without using the received tail end speed measurement and distance measurement data.
The foregoing is illustrative of the present invention and is not to be construed as limiting thereof, but rather as being included within the spirit and scope of the present invention.
Claims (5)
1. The utility model provides a city rail train speed measurement range finding redundancy protection method which is characterized in that the method comprises the following steps: analyzing redundant protection scenes and protection schemes for speed and distance measurement of urban rail trains, and determining key numbers needing communication between speed and distance measurement processors at the head and tail ends of trainsAnalyzing constraint conditions of CAN bus communication between train head and tail double-end speed and distance measuring processors according to key data and data quantity, determining the baud rate of the CAN bus communication between the train head and tail double-end speed and distance measuring processors, and calculating required transmission time according to the total data quantity 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 processors, namelyWherein T is trans Representing the time of data transmission from the end of the train to the head end of the train, len trans Representing the total amount of data to be transmitted, B representing the baud rate, T limit Representing the maximum time occupied by data transmission in a single operation period of a speed and distance measuring processor, combining the distance between the speed and distance measuring processors at the head end and the tail end of a train, meeting the relation between the communication speed and the communication distance of a CAN bus, analyzing the output data difference and the data transmission time of the speed and distance measuring processors at the head end and the tail end of the train according to the baud rate of the CAN bus communication, determining a train operation key data correction and compensation algorithm for redundancy protection of the speed and the distance measuring at the head end and the tail end of the train, correcting the operation direction, speed and distance of the train according to the key data correction and compensation algorithm, reversely processing the operation direction of the train at the head end and the tail end of the train acquired in the redundancy protection scene, and representing the transmission time difference between the tail end speed measuring data received at the head end of the train and the actual operation speed of the train at the same moment by using the compensation algorithm, namely>Wherein T is comp Indicating the compensation time T calcu Indicating the moment of compensating the speed and distance measurement data, T receive Indicating the time of receiving the data at the other end, V comp Indicating the compensated speed, V receive Representing the received speed measurement data of the other end, a represents the running acceleration of the train, and the transmission time difference between the distance measurement data of the tail end received by the head end of the train and the actual running position of the train is calculated by using a compensation algorithmRepresentation, i.e. D comp ＝D receive +V comp T comp Wherein D is comp Represents compensated train ranging data D receive And representing the received distance measurement data at the other end, and generating a double-end speed and distance measurement function fault detection scheme and a speed and distance measurement data safety output protection scheme.
2. The urban rail train speed and distance measurement redundancy protection method according to claim 1, wherein the redundancy protection scene and protection scheme comprise: 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 enumerated, wherein the possible reasons comprise BTM faults, radar faults, two or more speed and distance measuring sensor faults in double-path OPG, speed and distance measuring data voting faults, a set of speed and distance measuring devices are respectively arranged at the head end and the tail end of the train, a double-end speed and distance measuring processor connected with the head end through a twisted pair is used for transmitting double-end data through a CAN bus protocol, and when the speed and distance measuring output data are unavailable due to external sensor faults or data voting faults, the received tail end speed and distance measuring data are output after compensation and correction for train positioning.
3. The urban rail train speed and distance measurement redundancy protection method according to claim 1, wherein the key data and the data volume comprise: the method comprises the steps of running speed, acceleration of a train, transponder information and turnout information received from a BTM, distance from a last passing transponder, running distance of the train in a single speed and distance measuring processing period, uncertainty of the train speed, uncertainty of the distance of the transponder, wheel diameter value of a wheel, fault state key information data of the BTM and a speed measuring sensor, and adding frame head and frame tail before and after a data frame when the data is transmitted in consideration of safety and integrity of data transmission, and accumulating and calculating total data of double-end communication.
4. The urban rail train speed and distance measurement redundancy protection method according to claim 1, wherein the functional failure detection scheme comprises: and reading two or more paths of 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 a functional fault according to the setting conditions of the three zone bits, and if the tail end speed measuring and distance measuring has the fault, directly alarming without using the received tail end speed measuring and distance measuring data.
5. The urban rail train speed and distance measurement redundancy protection method according to claim 1, wherein the data security output protection scheme comprises: and reading the speed measurement data in the received tail end data, calculating the difference value between the speed measurement data and the local end speed measurement data, and if the difference value exceeds a preset threshold value, judging that the tail end speed measurement function is abnormal, and directly alarming without using the received tail end speed measurement and distance measurement data.
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