CN115771549A

CN115771549A - Automatic train coupling method

Info

Publication number: CN115771549A
Application number: CN202211537376.7A
Authority: CN
Inventors: 高翔
Original assignee: Thales Sec Transportation System Ltd
Current assignee: Thales Sec Transportation System Ltd
Priority date: 2022-12-02
Filing date: 2022-12-02
Publication date: 2023-03-10

Abstract

The invention discloses an automatic train coupling method, which comprises the following steps: the ATS sends a linking instruction to VOBC of a static train A and a moving train B respectively; the VOBC of the train B detects, determines whether the detection condition of the hitching task is met, and requests access resources from the ZC when the detection condition of the hitching task is met; after receiving the access resource application, the ZC checks whether the application conflicts with the access application without the linkage attribute and the calculated mobile authorization, if not, the line resource of the section is reserved and marked as the linkage resource; the VOBC of the train B receives the reservation completion information, establishes communication with the train A and calculates to obtain a complete movement authorization and speed curve; and the train B controls the train until the train is linked according to the complete movement authorization and speed curve, and the VOBC of the train B applies for releasing the linked resources to the ZC. The invention can support the train to carry out the coupling operation at any place of the line.

Description

Automatic train coupling method

Technical Field

The invention relates to the technical field of rail transit, in particular to an automatic train coupling method.

Background

In the existing CBTC (train automatic control system based on communication) signal system, when two trains are automatically connected, one train keeps a static state, and the other train approaches the static train at a connection speed until reaching a connection position, a ground ATP (automatic train protection system) is required for the connection process to route the mobile train and calculate the movement authorization of the mobile train running to the end of the static train connection, and the mobile train receiving a connection command runs according to the movement authorization until being connected. The limitation of this approach is that the coupling must be done at a location where the stationary train does not occupy the switch area, otherwise the route of the moving train cannot be handled due to the switch area occupation caused by the stationary train. Even if the transaction is completed, the current movement authorization can be dynamically released along with the movement of the train, when areas such as large ramps, turnouts and the like are connected, a small amount of movement of the train caused by the connection can be expected, the movement authorization release can cause the position of the train to exceed the authorization range, and the safety can be ensured only by special processing of the current movement authorization calculation. The condition that the train needs to be rescued due to the vehicle fault can happen to any place of the line, including a ramp and a turnout area, in this case, the operator has to be required to be connected in a manual mode, the whole process is long in time, and the safety is low.

For example, in the published patent application CN113788054A, "in order to meet the requirement that a train can automatically drive into a train platform in sequence, the system designs a dedicated straight-through access path for each train area to enter the train area, and the train operation is performed at a designated place. This route has a weaker inspection condition at the interlock level than the normal reentry route. "; in the published patent application CN113734248A, "after a preceding vehicle and a following vehicle enter a coupling/decoupling zone, after calculating that the following vehicle can collide with a movement authorization MA, a Zone Controller (ZC) sends a protection zone locking request of the coupling/decoupling zone to an interlocking CI, so that the interlocking CI locks a protection zone of the coupling/decoupling zone, and after determining that the locking is performed, sends corresponding locking feedback information to the zone controller ZC, thereby realizing the coupling work of the preceding vehicle and the following vehicle in the coupling/decoupling zone". In the two inventions, special definition and special treatment are needed for handling the interlocking route, and the handling of the linked route is realized under the condition that basic interlocking route conditions are not met. In the aspect of the calculation of the moving authorization, the ZC mainly calculates the moving authorization to the stationary train for the moving train based on the special route handled by the interlocking according to the ATS (automatic train monitoring system) command, the vehicle-mounted VOBC (vehicle-mounted controller) moves at a low speed to the stationary train to be linked according to the received moving authorization until the stationary train is linked, and the moving authorization of the moving train during the linking process is released according to the position of the tail of the train. The whole process has multiple procedures and high complexity, and a lot of communication interaction needs to be carried out among subsystems.

Disclosure of Invention

The invention aims to provide an automatic train coupling method which can support a train to carry out coupling operation at any place of a line.

The technical scheme for realizing the purpose is as follows:

an automatic train coupling method comprises the following steps:

step S1, the ATS sends a linking instruction to VOBC of a static train A and a moving train B respectively;

s2, detecting a VOBC (video object volume controller) of the train B, determining whether detection conditions of a linked task are met, and requesting access resources within a certain range from a current task moving authorization terminal to the head of the train A from a ZC (zero crossing point) when the detection conditions of the linked task are met;

step S3, after receiving the access resource application, the ZC checks whether the application conflicts with the access application without the linkage attribute and the calculated mobile authorization, if not, the ZC reserves the line resource and marks the line resource as the linkage resource;

s4, the VOBC of the train B receives the reservation completion information, establishes communication with the train A and calculates to obtain a complete movement authorization and speed curve;

and S5, controlling the train by the train B according to the complete movement authorization and speed curve until the train is linked, and applying for releasing linked resources from the VOBC of the train B to the ZC by the VOBC of the train B.

Preferably, the train A receives the coupling task, keeps still and enters a to-be-coupled state, and returns a receiving response to the ATS; and when the train B meets the detection condition, returning an acceptance response to the ATS.

Preferably, in step S2, the detection conditions include:

train B and train a have no other trains or forbidden areas on the communication path;

if the train B is in the running process, the VOBC checks whether the running task path currently executed is consistent with the path of the linked task, and if so, the VOBC receives the task; and if the train B does not have the task currently, directly receiving the task.

Preferably, in step S2, the request for the routing resource from the ZC includes:

the method comprises the steps that a VOBC of a train B requests position information of the train A from a ZC, the target of a current task is updated to be a to-be-linked end of the train A, route resources within a certain range from a moving authorization terminal of the current task of the train B or from the tail position of the current train to the head of the train A are synchronously applied to the ZC, and the route resource application comprises linkage attributes.

Preferably, in step S3, if there is a switch within the line resource reservation range, the switch should be operated to or already locked at the required position, and after the conditional operation is successfully satisfied and the switch is locked, the reservation is reported to be completed to the VOBC of the train B, otherwise, the reservation is reported to be not completed.

Preferably, the ZC does not receive a task update request from the ATS to the train B during a time when the ZC processes a VOBC access resource request of the train B, does not update the movement authorization destination information calculated for the train B before if there is a movement authorization for which a task is being executed, and dynamically releases the current movement authorization according to the tail position of the train.

Preferably, in step S4, the VOBC of the train B calculates the linkage-specific movement authorization of the train a from the current train tail or from the movement authorization end point of the current task, and the linkage-specific movement authorization is spliced with the movement authorization of the current task to generate a complete movement authorization range; in the moving authorization range, the VOBC of the train B determines the coupling speed limit starting point according to the maximum allowable PU (position error) of the line, and ensures that the running speed of the train is reduced to the range of the speed limit value before the speed limit starting point to form a speed curve.

Preferably, in step S5, the VOBC of the train B applies for releasing the linked resource to the ZC, which refers to: and in the process of linkage, the VOBC of the train B applies for releasing the used linkage resources to the ZC according to the tail position of the train, when a linkage point is approached, the VOBC stops releasing the application according to the working condition of the line until the linkage is completed, the ZC requests for releasing the residual linkage resources, and the ZC releases the linkage resources once after receiving the confirmation.

Preferably, in step S5, in the process of releasing the hitching resource, the train B keeps direct communication with the VOBC of the train a, and if the train a reports that the train moves or the integrity is lost, the train B stops hitching and reports the ATS and the ZC; if the VOBC of the train B receives the command of ending the continuous hanging in the continuous hanging process, the VOBC of the train B controls the train to stop, reports the ending of the continuous hanging to the ZC, and releases continuous hanging resources after confirming the stopping.

The beneficial effects of the invention are: the invention has the advantages that the connection process does not depend on the interlocking route transaction, the ground ATP processing logic is simplified, the resource reservation is not limited by the line condition, and the connection at any place is supported. During the coupling process, VOBC of the two trains are in direct communication, the mobile train autonomously calculates mobile authorization, the real-time supervision of the state of the coupled train is ensured, and the coupling efficiency is high. The release of the coupling resources is autonomously controlled by the VOBC, so that a small amount of movement of the vehicle after the vehicle is coupled in the ramp and turnout area is still within the range of the reserved coupling resources, and the safety of the coupling process is ensured.

Drawings

FIG. 1 is a schematic flow chart of the automatic train coupling method of the present invention;

FIG. 2 is a schematic diagram of resource reservation and authorization calculation when a current task exists in a train B according to the present invention;

FIG. 3 is a schematic diagram of the resource reservation and authorization calculation when the train B has no current mission according to the present invention;

fig. 4 is a message flow of mobile authorization while the vehicle-mounted autonomous computation is in a hitched state in the present invention.

Detailed Description

The invention will be further explained with reference to the drawings.

Referring to fig. 1-4, the automatic train coupling method of the present invention includes the following steps:

in step S1, the ATS transmits a hitching instruction for a hitching task to a stationary train a and a moving train B, specifically to the VOBC of each of the train a and the train B, and the VOBC performs the following series of operations. And the train A receives the hitching task, keeps static, enters a to-be-hitched state and returns a receiving response to the ATS. Wherein the train A is a connected trailer; the train B is a linked action vehicle.

And S2, detecting the VOBC of the train B, determining whether the detection condition of the hitching task is met, returning a receiving response to the ATS if the detection condition of the hitching task is met, simultaneously requesting the ZC for the position information of the train A, updating the target of the current task to the to-be-hitched end of the train A, synchronously applying to the ground ZC for the access resources from the movement authorization terminal of the current task of the train B (executing the task) or from the tail position of the current train (no task at present) to the train A (at least comprising the length of the train A), wherein the access resource application comprises the hitching attribute.

Specifically, the detection conditions include:

1) Train B and train a have no other trains or forbidden areas on the communication path; the path from train B to train a may be either the up or down line direction of operation; the continuous hanging command sent by ATS to VOBC needs to specify the continuous hanging path information;

2) If the train B is in the running process, the VOBC checks whether the running task path currently executed is consistent with the path of the continuous hanging task, and if so, the VOBC receives the task; and if the train B does not have the task currently, directly receiving the task.

And step S3, the ZC receives a route resource application with the linkage attribute sent by the VOBC of the train B, and the resource application is specially used for the linkage operation of the two trains. After receiving the application, the ZC checks whether the application conflicts with the access application without the linkage attribute and the calculated mobile authorization, if not, the line resource of the section is reserved and marked as the linkage resource, if a turnout exists in the reserved range, the turnout is operated to the required position first, the reservation is reported to be completed to the VOBC of the train B after the condition operation is successful and the locking is satisfied, otherwise, the reservation is reported to be not completed. During the time when the ZC processes the VOBC route resource request of the train B, the ZC does not receive the task updating request from the ATS to the train B any more, and if the movement authorization of the executing task exists, the movement authorization terminal information calculated for the train B before is not updated any more, and the ZC dynamically releases the current movement authorization according to the tail position of the train. Such a route resource application as described above is from the VOBC. In addition, the ZC receives an access resource request from the ATS for train operation in a non-hitching process, and the application, use and release processes of the access resource request are only applied to a single train (the train can be a train which is hitched and regrouped) and are consistent with the existing CBTC.

And S4, the VOBC of the train B receives the reservation completion information, starts to establish communication with the train A and directly acquires the position and state information of the train A. After communication with the train A is established, the VOBC of the train B calculates the linkage special movement authorization of the train A from the current train tail or from the movement authorization terminal of the current task. The linkage special mobile authorization and the mobile authorization (LMA) of the current task can be spliced to generate a complete mobile authorization range. Within the range, the VOBC of the train B determines a speed limit (for example, 5 Km/h) starting point of the train according to the maximum allowable PU of the line, and ensures that the running speed of the train is reduced to the range of the speed limit value before the speed limit starting point to form a speed curve.

And S5, controlling the train to be continuously hung by the train B according to the complete movement authorization and the speed curve obtained by calculation, applying for releasing used continuous hanging resources to the ZC by the VOBC of the train B according to the tail position of the train in the continuous hanging process, stopping releasing the application by the VOBC when a continuous hanging point is approached according to the line working condition (considering a ramp and a turnout) until the continuous hanging is finished and requesting to release the residual continuous hanging resources to the ZC, and releasing by the ZC once after the ZC receives confirmation. During the process, the train B keeps direct communication with the VOBC of the train A, if the train A reports faults such as train movement or integrity loss, the train B stops hitching and reports the ATS and the ZC. If the VOBC of the train B receives the command of ending the coupling in the coupling process, the VOBC of the train B controls the train to stop, reports the ending of the coupling to the ZC, and releases coupling resources after confirming the stopping.

The above embodiments are provided only for illustrating the present invention and not for limiting the present invention, and those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and therefore all equivalent technical solutions should also fall within the scope of the present invention, and should be defined by the claims.

Claims

1. An automatic train coupling method is characterized by comprising the following steps:

2. The automatic train hitching method according to claim 1, wherein train a accepts the hitching task, remains stationary and enters a pending hitching state, returns an accept response to the ATS; and when the train B meets the detection condition, returning an acceptance response to the ATS.

3. The automatic train coupling method according to claim 1, wherein in step S2, the detecting condition includes:

the train B and the train A have no other trains or forbidden areas on the communication path;

4. The automatic train connection method according to claim 1, wherein the step S2 of requesting the ZC for the route resource includes:

the VOBC of the train B requests the ZC for the position information of the train A, the target of the current task is updated to the end to be linked of the train A, route resources within a certain range from the movement authorization end point of the current task of the train B or the tail position of the current train to the head of the train A are synchronously applied to the ZC, and the route resource application comprises the linked attribute.

5. The automatic train hitching method according to claim 1, wherein in step S3, if there is a switch in the range of the line resource reservation, the switch should be operated to or locked at the required position first, and after the conditional operation is successfully satisfied and the switch is locked, the reservation completion is reported to the VOBC of the train B, otherwise the reservation failure is reported.

6. The automatic train hitching method according to claim 1, wherein during the time when the ZC processes the VOBC route resource request of the train B, the ZC does not accept any more task update request from the ATS to the train B, and if there is a movement authorization that is being executed, the ZC does not update the movement authorization end point information calculated for the train B before, and the ZC dynamically releases the current movement authorization according to the position of the tail of the train.

7. The automatic train hitching method according to claim 1, wherein in step S4, the VOBC of the train B calculates the hitching-dedicated movement authority of the train a from the current train tail or from the movement authority end point of the current task, and the hitching-dedicated movement authority is spliced with the movement authority of the current task to generate a complete movement authority range; and in the moving authorization range, the VOBC of the train B determines the speed limit starting point of the coupling according to the maximum allowable PU of the line, and ensures that the running speed of the train is reduced to the range of the speed limit value before the speed limit starting point to form a speed curve.

8. The automatic train hitching method according to claim 1, wherein in step S5, the VOBC of the train B applies for releasing hitching resources to the ZC, which means: and in the process of linkage, the VOBC of the train B applies for releasing the used linkage resources to the ZC according to the position of the train tail, when a linkage point is approached, the VOBC stops releasing the application according to the working condition of the line until the linkage is completed and then requests the ZC to release the residual linkage resources, and the ZC releases the linkage resources once after receiving confirmation.

9. The automatic train connection method according to claim 8, wherein in step S5, during releasing connection resources, train B keeps direct communication with VOBC of train a, if train a reports train movement or loss of integrity, train B terminates connection and reports ATS and ZC; if the VOBC of the train B receives the command of ending the coupling in the coupling process, the VOBC of the train B controls the train to stop, reports the ending of the coupling to the ZC, and releases coupling resources after confirming the stopping.