CN115782846B - Method and device for controlling train safety braking by using partition operation control system to master control - Google Patents
Method and device for controlling train safety braking by using partition operation control system to master control Download PDFInfo
- Publication number
- CN115782846B CN115782846B CN202310043905.6A CN202310043905A CN115782846B CN 115782846 B CN115782846 B CN 115782846B CN 202310043905 A CN202310043905 A CN 202310043905A CN 115782846 B CN115782846 B CN 115782846B
- Authority
- CN
- China
- Prior art keywords
- control system
- curve
- operation control
- traction
- safety braking
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000000034 method Methods 0.000 title claims abstract description 27
- 238000005192 partition Methods 0.000 title claims description 74
- 238000005259 measurement Methods 0.000 claims description 93
- 238000013475 authorization Methods 0.000 claims description 34
- 238000012546 transfer Methods 0.000 claims description 25
- 230000003068 static effect Effects 0.000 claims description 14
- 230000007613 environmental effect Effects 0.000 claims description 13
- 230000005540 biological transmission Effects 0.000 claims description 9
- 238000012544 monitoring process Methods 0.000 claims description 9
- 238000013459 approach Methods 0.000 claims description 6
- 230000001133 acceleration Effects 0.000 claims description 4
- 238000004891 communication Methods 0.000 description 40
- 238000005339 levitation Methods 0.000 description 11
- 230000008569 process Effects 0.000 description 5
- 230000000694 effects Effects 0.000 description 4
- 230000007246 mechanism Effects 0.000 description 4
- 230000004044 response Effects 0.000 description 4
- 230000002159 abnormal effect Effects 0.000 description 3
- 230000008859 change Effects 0.000 description 3
- 238000011217 control strategy Methods 0.000 description 2
- 238000013461 design Methods 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 238000011084 recovery Methods 0.000 description 2
- 238000013316 zoning Methods 0.000 description 2
- 230000005856 abnormality Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000000903 blocking effect Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000006698 induction Effects 0.000 description 1
- 230000010365 information processing Effects 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 230000001960 triggered effect Effects 0.000 description 1
Images
Landscapes
- Electric Propulsion And Braking For Vehicles (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Braking Systems And Boosters (AREA)
Abstract
The invention belongs to the field of train safety braking control, and particularly discloses a method and a device for controlling train safety braking by a zoned operation control system main control, which provides a grading speed protection curve suitable for a high-speed maglev train: the first stage is a traction electric braking curve; the second stage is a traction electronic cut-off curve; the third stage is a traction electric cut-off curve; the fourth level is a safety braking curve, four protection curves are used for protecting the train overspeed step by step, the zoned operation control system is used as a main part, the train speed is effectively limited in a reasonable range by cooperation with other systems, meanwhile, the occurrence of unexpected parking is avoided to a great extent, the operation safety can be ensured, and the transportation efficiency can be improved. The safety brake provided by the invention can be mechanical brake or other brake modes, is not limited to specific brake modes, expands the application range, clearly distinguishes the safety brake from the non-safety brake, and has clearer control flow and easier operation.
Description
Technical Field
The invention belongs to the field of train safety braking control, and particularly relates to a method and a device for controlling train safety braking by using a zoned operation control system to master control.
Background
In the existing common-speed, high-speed and other wheel-rail train control system, a traction device, a speed measuring and distance measuring device and a safety braking device of a train are all arranged on a vehicle, the safety protection speed is calculated by a vehicle-mounted automatic protection system according to movement authorization and line data of the train, and when the running speed of the train exceeds the safety protection speed, the vehicle-mounted automatic protection system outputs a traction cutting instruction and a safety braking instruction to control the train to decelerate or stop. The technical principle and the system structure of the high-speed magnetic levitation determine the core status of the zoned operation control system, and if various brake interfaces are arranged on the ground and the train respectively, how to realize the safe braking of the control train taking the zoned control system as the main system and other systems as the auxiliary systems is a problem to be solved. Although the high-speed magnetic levitation can use more advanced communication technology and is configured with a high-reliability private network, the problems of wireless communication delay, short interruption, communication failure and the like under the conditions of high speed and ultra-high speed are still difficult to put an end, and if important commands cannot be reached or transmitted in time or the commands change too frequently to cause an execution mechanism to respond less often, the safety and usability of the whole system can be affected.
The application with publication number CN110077373a proposes a staged braking method for a maglev train comprising an electric braking system, a mechanical braking system, and a drop braking system by first determining a target deceleration point and a target deceleration requirement; based on the current line data, the vehicle condition data and passenger comfort constraint conditions, calculating an electric braking curve, a mechanical braking curve and a landing braking curve in real time, and triggering corresponding braking speed triggering thresholds of the train at different positions away from a target deceleration point; and at the current distance of the maglev train from the target deceleration point: outputting a traction locking instruction in response to the difference between the current speed of the maglev train and the speed trigger threshold of the electric brake curve corresponding to the current distance being smaller than a preset threshold; responding to the current speed of the maglev train reaching or exceeding a speed trigger threshold value of a corresponding electric braking curve at the current distance, and outputting an electric braking instruction in a superposition manner; responding to the current speed of the maglev train reaching or exceeding a speed trigger threshold value of a corresponding mechanical braking curve at the current distance, and outputting a mechanical braking instruction in a superposition manner; and responding to the current speed of the maglev train reaching or exceeding the speed trigger threshold value of the corresponding landing braking curve at the current distance, and outputting landing braking instructions in a superposition manner. The patent proposes three forms of electric braking (a normal conduction short stator magnetic levitation braking mode), mechanical braking (a braking device of a hydraulic braking clamp) and landing braking (a skid device), which have the defects that the application range is limited firstly, and the safety of the braking is not distinguished secondly.
Therefore, how to set the safety braking protection function of the magnetic levitation train and how to guarantee the safe operation of the train through the cooperation relation between the zone control system and the rest control systems is particularly important.
Disclosure of Invention
In order to solve the problems, on the one hand, the invention discloses a method for controlling train safety braking by using a zoned operation control system main control, which comprises the following steps:
transmitting first information, wherein the first information comprises a ground speed measurement and a subarea safety braking curve, and judging whether the ground speed measurement exceeds the subarea safety braking curve;
if the ground speed measurement does not exceed the subarea safety braking curve, sending a request for relieving the safety braking, and judging whether the ground speed measurement exceeds the traction electric cut-off curve;
if the ground speed measurement does not exceed the traction electric cut-off curve, judging whether the ground speed measurement exceeds the traction electric cut-off curve;
if the ground speed measurement does not exceed the traction electronic cut-off curve, judging whether the ground speed measurement exceeds the traction electronic braking curve;
and if the ground speed measurement does not exceed the traction electric brake curve, sending a traction electric brake withdrawal request.
Further, the method further comprises: generating train movement authorization according to the ground track signal before acquiring the first information;
The ground track signal comprises an approach command, a turnout state and track occupation information.
Further, the first information further comprises a transfer safety braking control right command, train movement authorization, a temporary speed limit curve and an environment speed limit curve;
wherein,,
the transfer safety brake control right command comprises a transfer command and a non-transfer command;
the temporary speed limit is set, updated and cancelled according to a speed limit command issued by the central operation control system;
the environmental speed limit is generated according to parameters reported by the environmental monitoring system.
Further, the temporary speed limit curve is generated according to a temporary speed limit command;
the safety braking curve is generated according to a temporary speed limit curve, an environmental speed limit, a line static speed limit, a line gradient, a train inherent speed limit and a safety braking model.
Further, the traction electric cutting-off curve and the traction electronic cutting-off curve are generated according to the safety braking curve and the traction attribute model;
the traction attribute model comprises traction acceleration, transmission delay of an electric/electronic cut-off instruction and execution delay parameters of the electric/electronic cut-off instruction.
Further, the traction electric brake curve is generated from a traction electric brake model.
Further, if the ground speed exceeds the safety braking curve, a safety braking request is sent.
Further, if the ground speed exceeds the traction electric cut-off curve, sending an electric traction cut-off request;
and if the ground speed exceeds the traction electronic cut-off curve, sending an electronic cut-off traction request.
Further, if the ground speed exceeds the traction electric brake curve, a traction electric brake application request is sent.
On the other hand, the invention also provides a device for controlling the safety braking of the train, which is controlled by the partition operation control system, and comprises the partition operation control system, the vehicle-mounted operation control system and the ground traction control system;
the partition operation control system is used for sending first information, wherein the first information comprises a ground speed measurement and a partition safety braking curve, and judging whether the ground speed measurement exceeds the partition safety braking curve;
the vehicle-mounted operation control system is used for receiving and storing first information;
the zoned operation control system is also used for sending a request for relieving the safety braking to the vehicle-mounted operation control system and judging whether the ground speed measurement exceeds the traction electric cut-off curve if the ground speed measurement does not exceed the zoned safety braking curve;
if the ground speed measurement does not exceed the traction electric cut-off curve, judging whether the ground speed measurement exceeds the traction electric cut-off curve;
If the ground speed measurement does not exceed the traction electronic cut-off curve, judging whether the ground speed measurement exceeds the traction electronic braking curve;
if the ground speed measurement does not exceed the traction electric braking curve, sending a traction electric braking withdrawal request to a ground traction control system;
the vehicle-mounted operation control system is also used for receiving the release safety braking request when the ground speed measurement does not exceed the subarea safety braking curve;
the ground traction control system is configured to receive a de-traction electric brake request.
Further, the zoned operation control system is further used for generating train movement authorization according to the ground track signal before the first information is acquired;
the ground track signal comprises an approach command, a turnout state and track occupation information.
Further, when the ground speed measurement exceeds the subarea safety braking curve, the subarea operation control system sends a safety braking application request to the vehicle-mounted operation control system.
Further, when the ground speed measurement exceeds a traction electric cut-off curve, the partition operation control system sends an electric traction cut-off request to the ground traction control system;
and when the ground speed measurement exceeds the traction electronic cut-off curve, the partition operation control system sends an electronic traction cut-off request to the ground traction control system.
Further, the zoned operation control system sends a traction electric brake application request to the ground traction control system when the ground speed exceeds the traction electric brake curve.
The invention has the beneficial effects that:
the invention reasonably distributes the functions to the partition operation control system and the vehicle operation control system, and defines the communication elements and the respective control flows between the partition operation control system and the vehicle operation control system; the operation safety can be effectively ensured and the transportation efficiency can be improved; the grading speed protection curve suitable for the high-speed maglev train is provided: the first stage is a traction electric braking curve; the second stage is a traction electronic cut-off curve; the third stage is a traction electric cut-off curve; the fourth level is a safety braking curve, four protection curves are used for protecting the train overspeed step by step, the zoned operation control system is used as a main part, the train speed is effectively limited in a reasonable range by cooperation with other systems, meanwhile, the occurrence of unexpected parking is avoided to a great extent, the operation safety can be ensured, and the transportation efficiency can be improved. The safety brake provided by the invention can be mechanical brake or other brake modes, is not limited to specific brake modes, expands the application range, clearly distinguishes the safety brake from non-safety brake (electric brake), and has clearer control flow and easier operation.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention may be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions of the prior art, the following description will briefly explain the drawings used in the embodiments or the description of the prior art, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of a method for determining a train safety braking control flow in an embodiment of the invention;
FIG. 2 illustrates a velocity guard graph in an embodiment of the invention;
FIG. 3 is a flow chart illustrating a control of a partition operation control system according to an embodiment of the present invention;
FIG. 4 is a detailed control flow chart of the control of the partition operation control system in the embodiment of the invention;
fig. 5 shows a control flow chart of the vehicle-mounted operation control system in the embodiment of the invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
The high-speed magnetic levitation transportation system comprises four systems, namely a track, a train, traction and operation control. The operation control system consists of a three-layer structure and five sets of systems. The three-layer structure is a central control layer positioned in a command center, a zone control layer positioned beside a traction substation track and a vehicle-mounted control layer positioned on a maglev train. The five sets of systems are a central operation control system (CCS), a partition operation control system (DCS), a partition operation control system (VCS), a vehicle-mounted operation control system (ORT) and a communication system.
The CCS is responsible for scheduling command functions and is used for converting a specified train operation plan and an operation diagram into a running plan, supervising the train operation condition of the whole system and recording and storing data of an operation process.
The DCS is used for checking, decomposing and executing control commands issued by the central operation control system and is responsible for turnout protection, approach protection, train protection, environment (such as a low vacuum pipeline environment) protection and the like.
The VCS is used for executing DCS initiated operation control procedures (such as train registration, door opening/closing, train end changing, safety braking, train cancellation, etc.), monitoring the operation state of the vehicle-mounted magnetic levitation electrical device, recording and downloading relevant operation data, etc.
The ORT is used for safely positioning the train on the line and collecting information such as real-time running direction, speed, acceleration and the like. According to different technical principles, the system is provided with an induction type ground positioning speed measuring system arranged beside a track, and also provided with a vehicle-mounted speed measuring and distance measuring system arranged on a vehicle, and the system can independently complete train positioning and speed measuring functions.
Communication systems are classified into wireless communication systems and wired communication systems. The wireless communication system provides a fast and reliable communication path for data transmission between the VCS and the surface equipment. The wired communication system provides a private secure network for data transmission between the surface devices.
The invention provides a hierarchical control method for vehicle-ground coordination by analyzing the generation process of a safety braking control command, a transmission path, the position distribution of a related interface and the constraint relation of interface signals, so as to redistribute the system functions and plan a vehicle/ground coordination method and communication elements, and the hierarchical control method can ensure that the safety braking command is reliably and timely executed under specific conditions (such as the condition of transmission channel interruption or communication failure) by utilizing a control right transfer strategy, thereby effectively avoiding safety risks. The technical scheme will be described in detail in terms of safety brake related interface distribution, command generation process and system division, collaboration and hierarchical control strategy, subsystem control and interaction flow, and the like.
1. Safety brake related interface distribution and constraint relation
The interface related to safety braking comprises:
(1) Traction electronic cut-off interface: the ground traction control system (MCU) provides a non-safe traction electronic cut-off interface (without a fault-oriented safe mechanism, and can be frequently used) for the DCS, and the power switch device is turned off by blocking a trigger signal of the power switch device of the converter, so that the converter is controlled to stop current output. After the traction electronic cut-off command is withdrawn, the traction current output can be quickly recovered, and traction force or electric braking force can be further obtained.
(2) Traction electrical disconnect interface: the ground traction power supply system provides a safe traction electric cut-off interface for the DCS, the interface can thoroughly cut off the input power supply and the output power supply of the traction power supply system, traction force or electric braking force cannot be recovered in a short time after an electric cut-off command is executed, and therefore triggering of the traction electric cut-off command should be avoided as much as possible.
(3) Traction electric brake interface: the MCU provides a non-safe electric braking interface for the zoned operation control system, and the current transformer is controlled to generate reverse traction current to form braking force. Traction electric braking belongs to a conventional means for decelerating a high-speed maglev train, but electric braking is realized by outputting reverse traction current to a ground long stator coil by virtue of an MCU, so that if the MCU has executed a traction electronic cut-off command or a traction electric cut-off command, the electric braking cannot be effective.
(4) Safety braking interface: the high-speed magnetic levitation vehicle provides a safety braking interface for the VCS, and the safety braking is implemented on the premise that traction and cutoff are carried out, otherwise, the train which applies the safety braking and simultaneously has traction cannot achieve the expected safety braking effect. Once the safety braking is effective, the magnetic levitation train can be immediately decelerated and stopped, so that the triggering of the safety braking command should be avoided as much as possible.
Based on the above description, the location distribution of the safety brake related interface and the connection relationship with the operation control system of the present invention are shown in table 1:
TABLE 1
| Interface name | Interface position distribution | Connection relation with operation control system |
| Traction electronic cut-off interface | Ground/rail side | Is directly connected with the partition operation control system |
| Traction electrical disconnect interface | Ground/rail side | Is directly connected with the partition operation control system |
| Traction electric brake interface | Ground/rail side | Is directly connected with the partition operation control system |
| Safety braking interface | Train | Directly connected with the vehicle-mounted operation control systemConnection |
Wherein, the traction electronic cut-off interface, the traction electric cut-off interface and the traction electric brake interface are distributed beside the ground/rail and are directly connected with the zoned operation control system; the safety braking interface is arranged on the train and is directly connected with the vehicle-mounted operation control system, and the traction electric braking interface cannot be validated after the traction electronic breaking interface is validated or the traction electric breaking interface is validated.
2. Safety braking command generation process and function allocation
(1) The zoned operation control system generates train movement authorization and determines the running direction, the movement range and the running path of the train.
In particular, calculating movement authority needs to be based on track topology, route and switch status, track occupancy status, and adjacent train location information. The track topology structure belongs to invariable static information and is stored in the form of configuration data; the entrance and turnout states are managed by a zonal operation control system, and the entrance command issued by the central operation control system and the turnout state reported by the turnout control system are set, canceled and monitored; the track occupation state and the train position information are generated by a ground positioning speed measuring system. The analysis shows that the dynamic information required by calculating the movement authorization is derived from the ground/rail side equipment and can be quickly collected to the partition operation control system through the special wired network, so that the function of generating the train movement authorization is preferably realized by the partition operation control system.
(2) The zoned operation control system generates line data in the coverage range of the train movement authorization according to the train movement authorization, the running direction, the movement range and the travelling path of the train, wherein the line data comprises line static speed limit, line gradient, temporary speed limit, environment speed limit (such as speed limit related to a low-vacuum pipeline environment) and the like.
The static speed limit and the gradient of the line belong to static information which is invariable, and the static information is stored in the form of configuration data; the temporary speed limit is set, updated and cancelled by the partition operation control system according to the speed limit command issued by the central operation control system; the environmental-related speed limit may be generated by the zone operations control system based on parameters reported by the environmental monitoring system. Through the analysis, the regional operation control system can directly acquire all line data required by train operation, but the vehicle-mounted operation control system cannot directly acquire temporary speed limit and environmental speed limit, and the temporary speed limit and the environmental speed limit can be acquired from the regional operation control system by means of a wireless communication network between train and ground.
(3) The zoned operation control system generates a train speed protection curve according to the line data, and after train movement authorization and line data generation, the following operation targets are to be realized:
the train can be guaranteed to stop before the authorized terminal position is moved, and the risk of collision is avoided;
ensuring that the train complies with the specified speed limit in the movement authorization range, and avoiding the occurrence of derailment and rollover risks;
shortens the transportation time and makes the train reach the destination as soon as possible. On the one hand, a relatively high operating speed is to be maintained, and on the other hand, the occurrence of unexpected stop events is to be reduced as much as possible.
The speed protection curve must be orderly planned with an appropriate strategy to achieve the above objective, and a specific grading strategy of the speed protection curve is described in detail below. The partition operation control system has all conditions for generating the speed protection curve, can capture the change condition of various dynamic information in real time, and is convenient for adjusting or updating the speed protection curve in time.
(4) The zoned operation control system sends the generated train speed protection curve to the vehicle-mounted operation control system, and the vehicle-mounted operation control system executes train speed monitoring and timely outputs related control commands. Because the zoned operation control system and the vehicle-mounted operation control system respectively manage different braking interfaces, the two parties should monitor the train speed together through a certain cooperation strategy, synchronously and coordinately output control commands according to a speed protection curve, and realize the overspeed protection function in the form of centralized overall and decentralized control.
By analyzing the structural relation and interface distribution characteristics of the operation control system, it can be found that the safety braking control function is realized, and the partition operation control system and the vehicle-mounted operation control system should work and cooperate according to the mode of the table 2:
TABLE 2
| Sequence number | Function of | Partition operation control system | Vehicle carrying control system |
| 1 | Generating train movement authorization | Independently complete | Not bearing |
| 2 | Generating static speed limit of circuit | Independently complete | Completion of the collaboration: need partition operation control system providing Train movement authorization information |
| 3 | Generating a line grade | Independently complete | Completion of the collaboration: need partition operation control system providing Train movement authorization information |
| 4 | Generating temporary speed limits | Independently complete | Completion of the collaboration: need partition operation control system providing Train movement authorization information |
| 5 | Generating environmental speed limits | Independently complete | Not bearing |
| 6 | Generating a traction electronic cut-off curve | Independently complete | Not bearing |
| 7 | Generating a traction electrical cut-off curve | Independently complete | Not bearing |
| 8 | Generating traction electric brake curves | Independently complete | Not bearing |
| 9 | Generating a vehicle-mounted safety braking curve | Independently complete | Completion of the collaboration: need partition operation control system providing Train movement authorization, temporary speed limit and environment speed limit Information processing system |
| 10 | Traction electronic disconnect interface control | Independently complete | Not bearing |
| 11 | Traction electrical disconnect interface control | Independently complete | Not bearing |
| 12 | Traction electric brake interface control | Independently complete | Not bearing |
| 13 | Safety brake interface control | Completion of the collaboration: vehicle-carrying control system response Should control the command | Independently complete |
As can be seen from table 2, the generation of train movement authority, environmental speed limit, traction electronic cut-off curve, traction electric brake curve, traction electronic cut-off interface control, electric cut-off interface control and traction electric brake interface control are independently completed by the zoned operation control system; the static speed limit and the gradient of the line are generated by the vehicle-mounted operation control system on the premise that the zoned operation control system provides train movement authorization information; the vehicle-mounted safety braking curve is generated by the vehicle-mounted operation control system on the premise that the zoned operation control system provides information of train movement authorization, temporary speed limit and environmental speed limit; and the safety brake interface control requires the vehicle-mounted control system to operate after responding to the control command.
3. Safety brake control strategy
1) Train overspeed grading protection strategy
In order to achieve the above-mentioned operation objective, the speed protection curve is divided into 4 stages from bottom to top, specifically, as shown in fig. 2, a traction electric braking curve, a traction electric cutting curve and a safety braking curve are respectively shown, wherein the ordinate is the train speed and the abscissa is the train position.
If the train speed is lower than the traction electric brake curve, the zoned/on-board operation control system does not interfere with the train operation.
If the train speed exceeds the traction electric brake curve, the zoned/on-board operation control system immediately outputs a traction electric brake command to slow down the train. Traction electric braking is a conventional deceleration measure of a maglev train, and when the train speed drops below an allowable speed, the operation control system should cancel the electric braking command.
If the traction electric braking failure or the deceleration effect does not meet the expectations, when the train speed breaks through the traction electric cut-off curve, the partition operation control system/the train operation control system should immediately output an electric cut-off command, and temporarily cut off the traction force output by the ground traction control system to the maglev train. And if the train can be effectively decelerated, the operation control system will cancel the traction electronic cut-off command when the train speed is reduced below the allowable speed, so that the train resumes traction and continues to operate.
If the traction electronic cut-off failure or the deceleration effect is not in line with the expectation, when the train speed breaks through the traction electric cut-off curve, the zonal operation control system/the train operation control system should immediately output an electric cut-off command to thoroughly cut off the traction force, and then the train is in a windage deceleration state or an inertia uniform speed state (such as in a low vacuum pipeline environment).
If the train speed breaks through the safety braking curve, the zonal operation control system/train carrying control system should immediately output a safety braking command to enable the train to be decelerated until stopping. The safety braking curve belongs to a protection curve under the most unfavorable condition, and the traction force is cut off before the safety braking is triggered, so that the deceleration effect of the safety braking is ensured.
Four curves are utilized to protect the train from overspeed step by step, the triggering probability of the next-stage protection can be effectively reduced by the previous-stage protection, the speed of the train is limited in a reasonable range, the parking situation caused by safety braking is avoided to a great extent, and the transportation efficiency is improved.
2) Brake control transfer strategy
The technical principle and the system structure of the high-speed magnetic levitation determine the core status of the partition operation control system, various information is firstly collected into the partition operation control system to be centralized and planned, after the partition operation control system outputs a control command, the partition operation control system responds and executes the control command by other systems, and a plurality of systems cooperate to complete all processes. Because the safety braking interface is arranged on the train, the safety braking command sent from the partition operation control system can reach the train operation control system through a plurality of links such as a ground wired transmission network, a base station, an air path, a wireless communication radio station, a vehicle wired communication network and the like, although the high-speed magnetic levitation can use a more advanced communication technology and is provided with a high-reliability special network, the problems of wireless communication delay, short interruption, communication faults and the like under the high-speed and ultra-high-speed conditions are still difficult to put an end, and if important commands cannot be reached or are not transmitted timely, or the response of an executing mechanism is not reached due to too frequent command change, the safety and the usability of the whole system can be influenced.
In order to solve the problems, the partition operation control system should lower the control right, and allow the executing mechanism to autonomously generate the control instruction and autonomously execute the control instruction. For the safety brake protection function, the zone operation control system can select to actively or passively transfer control to the vehicle operation control system and provide relevant information for generating a safety brake command to the vehicle operation control system. Compared with the control command, the information (such as train movement authorization, line data, speed protection curve and the like) insensitive to timeliness is transmitted to the vehicle-mounted operation control system, and the vehicle-mounted operation control system can automatically monitor the speed of the train and timely output the control command by utilizing the information, so that the train operation can be continuously monitored even within a certain time when the train-ground communication is disconnected.
4. The control flow design comprises a partition operation control system control flow and a vehicle operation control system control flow. By setting a brake control right transfer strategy, the partition operation control system can issue a transfer safety brake control right command according to the requirement, wherein the transfer safety brake control right command comprises a transfer command and a non-transfer command, and the active transfer or non-transfer control right is selected. The two control flows can cope with normal situations and abnormal situations (such as abnormal vehicle-ground communication), and the two control flows are combined for use, so that the safety can be ensured, and the efficiency can be improved. The system can make quick response through communication element transfer between the partition and the vehicle.
1) Control flow of partition operation control system
The zoned operation control system actively transfers the control right to the vehicle-mounted operation control system by sending a command for transferring the safety braking control right to the vehicle-mounted operation control system. The partition operation control system can also keep the control right and directly send the safety braking application command or the safety braking withdrawal command to the vehicle-mounted operation control system.
In order for the vehicle-mounted operation control system to quickly generate a safety braking command, the zoned operation control system should continuously calculate a complete speed protection curve from the front end position of the train to the movement authorization terminal point and send the zoned safety braking curve to the vehicle-mounted operation control system. The safety braking curve comprises a vehicle-mounted safety braking curve and a partition safety braking curve, wherein the partition safety braking curve is calculated and generated by a partition operation control system; the vehicle-mounted safety braking curve is calculated and generated by the vehicle-mounted device.
The regional operation control system is used for periodically providing the ground speed measurement of the target train for the vehicle-mounted operation control system, so that the vehicle-mounted operation control system is convenient to perform speed monitoring on one hand, and the vehicle-mounted operation control system can timely identify the situations of delay, interruption and failure of vehicle-mounted communication on the other hand.
The zoned operation control system also provides information such as train movement authorization, temporary speed limit, environment speed limit and the like for the vehicle-mounted operation control system, and assists the vehicle-mounted operation control system to autonomously calculate a speed protection curve so as to cope with wireless communication interruption and fault conditions of the train ground, so that the vehicle-mounted operation control system has the capability of continuously maintaining train operation.
The main control flow is shown in fig. 3, and specifically comprises the following steps:
transmitting first information, wherein the first information comprises a ground speed measurement and a subarea safety braking curve, and judging whether the ground speed measurement exceeds the subarea safety braking curve;
if the ground speed measurement does not exceed the subarea safety braking curve, sending a request for relieving the safety braking, and judging whether the ground speed measurement exceeds a traction electric cut-off curve/a traction electronic cut-off curve;
if the ground speed measurement does not exceed the traction electric cut-off curve/the traction electronic cut-off curve, judging whether the ground speed measurement exceeds the traction electric braking curve;
and if the ground speed measurement does not exceed the traction electric braking curve, sending a traction electric braking withdrawal request.
The embodiment describes the control flow of the partition operation control system in detail with reference to the flowchart shown in fig. 4, specifically including the following steps,
Generating train movement authorization according to ground track signals, wherein the ground track signals comprise route commands, turnout states, track occupation information and the like;
generating a temporary speed limit curve in a train movement authorization range according to the temporary speed limit command;
generating a safety braking curve within a movement authorization range of the train according to the temporary speed limit curve, the environmental speed limit, the line static speed limit, the line gradient, the inherent speed limit of the train and the safety braking model;
generating an electrical cut-off curve and an electronic cut-off curve based on the safety braking curve and the traction attribute model; the traction attribute model comprises parameters such as traction acceleration, transmission delay of an electric/electronic cut-off instruction, execution delay of the electric/electronic cut-off instruction and the like;
generating a train traction electric brake curve based on the traction cut-off curve and the traction electric brake model, wherein the train traction electric brake curve is generated based on the traction electric brake model;
transmitting first information to a vehicle-mounted operation control system, wherein the first information comprises a transfer safety braking control right command, train movement authorization, a temporary speed limit curve, an environment speed limit curve, a regional safety braking curve and ground speed measurement; the ground speed measurement and the environment speed limit are provided by ground track system equipment, wherein the environment speed limit refers to the speed limit related to the vacuum pipeline environment.
Judging whether the ground speed measurement exceeds a zonal safety braking curve: if the ground speed measurement exceeds the subarea safety braking curve, sending a safety braking application request to the vehicle-mounted operation control system; if the ground speed measurement does not exceed the subarea safety braking curve, sending a request for relieving the safety braking to the vehicle-mounted operation control system, and judging whether the ground speed measurement exceeds the traction electric cut-off curve or not;
if the ground speed exceeds the traction electric cut-off curve, an electric traction cut-off request is sent to the ground traction control system; if the ground speed measurement does not exceed the traction electric cut-off curve, judging whether the ground speed measurement exceeds the traction electric cut-off curve;
if the ground speed measurement exceeds the traction electronic cut-off curve, an electronic traction cut-off request is sent to the ground traction control system; if the ground speed measurement does not exceed the traction electronic cut-off curve, judging whether the ground speed measurement exceeds the traction electronic braking curve;
if the ground speed exceeds the traction electric braking curve, sending a traction electric braking application request to a ground traction control system; and if the ground speed measurement does not exceed the traction electric braking curve, sending a traction electric braking withdrawal request to a ground traction control system.
The invention further provides a device for controlling the train safety braking, which is controlled by the zoning operation control system and comprises the zoning operation control system, the vehicle-mounted operation control system and the ground traction control system.
The system comprises a partition operation control system, a control system and a control system, wherein the partition operation control system is used for sending first information, the first information comprises a ground speed measurement and a partition safety braking curve, and judging whether the ground speed measurement exceeds the partition safety braking curve;
the vehicle-mounted operation control system is used for receiving and storing first information;
the zoned operation control system is also used for sending a request for relieving the safety braking to the vehicle-mounted operation control system and judging whether the ground speed measurement exceeds the traction electric cut-off curve if the ground speed measurement does not exceed the zoned safety braking curve;
if the ground speed measurement does not exceed the traction electric cut-off curve, judging whether the ground speed measurement exceeds the traction electric cut-off curve;
if the ground speed measurement does not exceed the traction electronic cut-off curve, judging whether the ground speed measurement exceeds the traction electronic braking curve;
if the ground speed measurement does not exceed the traction electric braking curve, sending a traction electric braking withdrawal request to a ground traction control system;
the vehicle-mounted operation control system is also used for receiving the release safety braking request when the ground speed measurement does not exceed the subarea safety braking curve;
the ground traction control system is configured to receive a de-traction electric brake request.
Further, the zoned operation control system is further used for generating train movement authorization according to the ground track signal before the first information is acquired; the ground track signal comprises an approach command, a turnout state and track occupation information.
And when the ground speed measurement exceeds the subarea safety braking curve, the subarea operation control system sends a safety braking application request to the vehicle-mounted operation control system.
When the ground speed measurement exceeds a traction electric cut-off curve, the partition operation control system sends an electric traction cut-off request to the ground traction control system;
and when the ground speed measurement exceeds the traction electronic cut-off curve, the partition operation control system sends an electronic traction cut-off request to the ground traction control system.
And when the ground speed measurement exceeds the traction electric braking curve, the zonal operation control system sends a traction electric braking application request to the ground traction control system.
2) Control flow of vehicle carrying control system
When the vehicle-carrying control system judges that the vehicle-ground wireless communication has delay, interruption or failure, the vehicle-ground wireless communication should immediately enter an autonomous control state, and the situation belongs to the passive handover control right situation. And calculating the vehicle-mounted safety braking speed based on the line static speed limit, the line gradient, the train fixed speed limit and the safety braking model according to the train movement authorization, the temporary speed limit curve and the environment speed limit curve sent before the regional operation control system, wherein the train movement authorization, the temporary speed limit curve and the environment speed limit curve are stored in the vehicle-mounted operation control system, and the line static speed limit, the line gradient, the train fixed speed limit and the safety braking model are derived from static data configuration of the vehicle-mounted operation control system. In addition, the vehicle-mounted operation control system should use the vehicle-mounted speed measurement and the vehicle-mounted safety braking speed to perform train speed monitoring.
If the vehicle-to-ground wireless communication failure exceeds the maximum time limit threshold (i.e., the communication restoration threshold), the vehicle-mounted operation control system directly outputs a safety brake application command to the brake interface. The maximum time limit threshold is related to system design parameters and engineering parameters (such as the length of a traction area, the maximum running speed and the like), and at most only one train can be allowed to exist in a single traction area of the high-speed magnetic levitation, so that the whole traction area is equivalent to an occlusion zone.
The vehicle-carrying control system does not have to calculate the complete speed profile from the front end position of the train to the movement authorization endpoint, but only calculates the safety braking speed at the current position of the train. The vehicle-mounted safety braking speed may be different from the safety braking speed calculated by the partition operation control system, and the vehicle-mounted speed measurement and the ground speed measurement may also be different, so that the consistency principle of comparing the ground speed measurement with the safety braking curve calculated by the partition and comparing the vehicle-mounted speed measurement with the safety braking speed calculated by the vehicle-mounted is complied.
If the train-ground wireless communication is normal, the vehicle-mounted operation control system should execute train speed monitoring according to the safety braking curve and the ground speed measurement information sent by the zoned operation control system.
Whether the partition operation control system actively hands over control or the vehicle operation control system passively takes over control, the vehicle operation control system periodically reports whether the partition operation control system is in an autonomous control state or not.
If the control right is reserved on the partition operation control system, the vehicle operation control system directly forwards the control command of the partition operation control system to the brake interface, wherein the control command comprises a safety brake application command or a withdrawal command.
The control flow of the vehicle-mounted operation control system is described with reference to the flow chart shown in fig. 5, and specifically includes the following steps:
judging whether delay and/or communication interruption of train-ground wireless communication occurs, and if the delay and/or communication interruption of the train-ground wireless communication occurs, generating a vehicle-mounted safety braking speed based on a line static speed limit, a line gradient, a train inherent speed limit and a safety braking model according to train movement authorization, a temporary speed limit and an environment speed limit stored by a train carrying control system;
if the vehicle-ground wireless communication is normal, further judging whether a transfer brake control right command of the partition operation control system is received or not;
if the transfer brake control right command of the partition operation control system is not received, directly forwarding the safety brake command of the partition operation control system to a brake interface, wherein the safety brake command comprises a safety brake command application or a safety brake command withdrawal; after receiving a safety brake application command, storing first information sent by a zoned operation control system, wherein the first information comprises a zoned safety brake curve, train movement authorization, temporary speed limit, environment speed limit and the like; reporting whether the system is in an autonomous control state to the partition operation control system;
If a transfer braking control right command of the partition operation control system is received, further judging whether the ground speed measurement exceeds a partition safety braking curve, and if the ground speed measurement exceeds the partition safety braking curve, outputting a safety braking command to a braking interface; if the ground speed measurement does not exceed the partition safety braking curve, reporting whether the ground speed measurement is in an autonomous control state or not to the partition operation control system so as to facilitate the closed-loop monitoring of the partition operation control system and timely judge the abnormality, and timely notifying the abnormal condition to system operators or maintenance personnel.
After generating the vehicle-mounted safety braking speed, judging whether the vehicle-ground communication interruption time exceeds a communication restoration threshold value; if the vehicle-to-ground communication time exceeds the communication recovery threshold, outputting a safety braking command to a braking interface;
if the communication recovery threshold is not exceeded, further judging whether the vehicle-mounted speed measurement exceeds the vehicle-mounted safety braking speed: if the vehicle-mounted speed measurement exceeds the vehicle-mounted safety braking speed, outputting a safety braking command to a braking interface;
if the vehicle-mounted speed measurement does not exceed the vehicle-mounted safety braking speed, outputting a safety braking withdrawal command to a braking interface, and further reporting whether the vehicle-mounted speed measurement is in an autonomous control state to a partition operation control system.
In summary, the zoned operation control system and the vehicle-mounted operation control system cooperate under the control right transfer strategy, so that the timeliness of the safety braking command can be improved from the whole system, and even the train speed can be continuously monitored and the braking command can be output under the condition that the train-ground communication is completely disconnected.
Although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.
Claims (14)
1. A method for controlling train safety braking by a zoned operation control system main control, which is characterized by comprising the following steps:
transmitting first information, wherein the first information comprises a ground speed measurement and a subarea safety braking curve, and judging whether the ground speed measurement exceeds the subarea safety braking curve;
if the ground speed measurement does not exceed the subarea safety braking curve, sending a request for relieving the safety braking, and judging whether the ground speed measurement exceeds the traction electric cut-off curve;
If the ground speed measurement does not exceed the traction electric cut-off curve, judging whether the ground speed measurement exceeds the traction electric cut-off curve;
if the ground speed measurement does not exceed the traction electronic cut-off curve, judging whether the ground speed measurement exceeds the traction electronic braking curve;
and if the ground speed measurement does not exceed the traction electric brake curve, sending a traction electric brake withdrawal request.
2. The method for controlling train safety braking controlled by the zonal operation control system according to claim 1, wherein,
the method further comprises the steps of: generating train movement authorization according to the ground track signal before acquiring the first information;
the ground track signal comprises an approach command, a turnout state and track occupation information.
3. The method for controlling train safety braking controlled by the zonal operation control system according to claim 1, wherein,
the first information also comprises a transfer safety braking control right command, train movement authorization, a temporary speed limit curve and an environment speed limit curve;
wherein,,
the transfer safety brake control right command comprises a transfer command and a non-transfer command;
the temporary speed limit curve is set, updated and cancelled according to a speed limit command issued by the central operation control system;
And the environmental speed limit curve is generated according to parameters reported by the environmental monitoring system.
4. The method for controlling train safety braking controlled by the zonal operation control system according to claim 3, wherein,
the temporary speed limit curve is generated according to a temporary speed limit command;
the zoned safety braking curve is generated according to a temporary speed limit curve, an environment speed limit curve, a line static speed limit, a line gradient, a train inherent speed limit and a safety braking model.
5. The method for controlling train safety braking controlled by the zonal operation control system according to claim 3, wherein,
the traction electric cutting-off curve and the traction electronic cutting-off curve are generated according to the zoned safety braking curve and the traction attribute model;
the traction attribute model comprises traction acceleration, electric cutting instruction transmission delay, electronic cutting instruction transmission delay, electric cutting instruction execution delay parameters and electronic cutting instruction execution delay parameters.
6. The method for controlling train safety braking controlled by the zonal operation control system according to claim 1, wherein,
the traction electric brake curve is generated according to a traction electric brake model.
7. The method for controlling train safety braking controlled by the zonal operation control system according to claim 1, wherein,
And if the ground speed exceeds the subarea safety braking curve, sending a safety braking application request.
8. The method for controlling train safety braking controlled by the zonal operation control system according to claim 1, wherein,
if the ground speed exceeds the traction electric cut-off curve, sending an electric cut-off traction request;
and if the ground speed exceeds the traction electronic cut-off curve, sending an electronic cut-off traction request.
9. The method for controlling train safety braking controlled by the zonal operation control system according to claim 1, wherein,
and if the ground speed exceeds the traction electric brake curve, sending a traction electric brake application request.
10. The device for controlling the train safety braking by the main control of the partition operation control system is characterized by comprising the partition operation control system, a vehicle-mounted operation control system and a ground traction control system;
the partition operation control system is used for sending first information, wherein the first information comprises a ground speed measurement and a partition safety braking curve, and judging whether the ground speed measurement exceeds the partition safety braking curve;
the vehicle-mounted operation control system is used for receiving and storing first information;
the zoned operation control system is also used for sending a request for relieving the safety braking to the vehicle-mounted operation control system and judging whether the ground speed measurement exceeds the traction electric cut-off curve if the ground speed measurement does not exceed the zoned safety braking curve;
If the ground speed measurement does not exceed the traction electric cut-off curve, judging whether the ground speed measurement exceeds the traction electric cut-off curve;
if the ground speed measurement does not exceed the traction electronic cut-off curve, judging whether the ground speed measurement exceeds the traction electronic braking curve;
if the ground speed measurement does not exceed the traction electric braking curve, sending a traction electric braking withdrawal request to a ground traction control system;
the vehicle-mounted operation control system is also used for receiving the release safety braking request when the ground speed measurement does not exceed the subarea safety braking curve;
the ground traction control system is configured to receive a de-traction electric brake request.
11. The device for controlling train safety braking controlled by the zonal operation control system according to claim 10, wherein,
the zoned operation control system is further used for generating train movement authorization according to the ground track signal before the first information is acquired;
the ground track signal comprises an approach command, a turnout state and track occupation information.
12. The device for controlling train safety braking controlled by the zoned operation control system according to claim 10 or 11, wherein,
and when the ground speed measurement exceeds the subarea safety braking curve, the subarea operation control system sends a safety braking application request to the vehicle-mounted operation control system.
13. The device for controlling train safety braking controlled by the zoned operation control system according to claim 10 or 11, wherein,
when the ground speed measurement exceeds a traction electric cut-off curve, the partition operation control system sends an electric traction cut-off request to the ground traction control system;
and when the ground speed measurement exceeds the traction electronic cut-off curve, the partition operation control system sends an electronic traction cut-off request to the ground traction control system.
14. The device for controlling train safety braking controlled by the zoned operation control system according to claim 10 or 11, wherein,
and when the ground speed measurement exceeds the traction electric braking curve, the zonal operation control system sends a traction electric braking application request to the ground traction control system.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310043905.6A CN115782846B (en) | 2023-01-29 | 2023-01-29 | Method and device for controlling train safety braking by using partition operation control system to master control |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310043905.6A CN115782846B (en) | 2023-01-29 | 2023-01-29 | Method and device for controlling train safety braking by using partition operation control system to master control |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN115782846A CN115782846A (en) | 2023-03-14 |
| CN115782846B true CN115782846B (en) | 2023-05-12 |
Family
ID=85429096
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310043905.6A Active CN115782846B (en) | 2023-01-29 | 2023-01-29 | Method and device for controlling train safety braking by using partition operation control system to master control |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN115782846B (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116080723B (en) * | 2023-04-07 | 2023-06-30 | 北京全路通信信号研究设计院集团有限公司 | Train operation control method, device, equipment and medium |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100965894B1 (en) * | 2008-09-29 | 2010-06-24 | 샬롬엔지니어링 주식회사 | System and Method for following speed-limit curve of ATP system using ground equipment of ATS system |
| JP2017165237A (en) * | 2016-03-16 | 2017-09-21 | 株式会社日立製作所 | Train operation support system |
| CN110271583B (en) * | 2018-03-13 | 2021-01-19 | 比亚迪股份有限公司 | Method, device and system for configuring protection section of train |
| CN109693691A (en) * | 2019-01-31 | 2019-04-30 | 北京交通大学 | Magnetic-levitation train partition running control system and control method |
| CN110077373A (en) * | 2019-05-09 | 2019-08-02 | 湖南中车时代通信信号有限公司 | A kind of control method of magnetic-levitation train braking by grades |
| CN112706802B (en) * | 2021-01-14 | 2022-11-22 | 中车青岛四方机车车辆股份有限公司 | Method and device for safety protection of magnetic-levitation train |
| CN112977556B (en) * | 2021-04-27 | 2021-08-31 | 北京全路通信信号研究设计院集团有限公司 | Train braking curve segmentation method and system and train control method |
-
2023
- 2023-01-29 CN CN202310043905.6A patent/CN115782846B/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| CN115782846A (en) | 2023-03-14 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN111845369B (en) | Operation control system and method based on magnetic suspension train | |
| CN112406959B (en) | Train operation control mode switching method suitable for flexible marshalling | |
| CA2281683C (en) | A system and method for automatic train operation | |
| US7201350B2 (en) | Signaling safety system | |
| CN111806522A (en) | Method, device and system for detecting abnormal running of train and controlling regional protection | |
| CN105539525A (en) | Vehicle-mounted controller remote fault resetting method suitable for full-automatic driving | |
| CN115782846B (en) | Method and device for controlling train safety braking by using partition operation control system to master control | |
| CN113335350A (en) | Train autonomous operation system for interconnection, intercommunication, collinear operation and overline operation | |
| CN106627676B (en) | A kind of dynamic allocation method of the resources control of zone controller | |
| CN112550366B (en) | Operation control method and device for high-speed maglev train and electronic equipment | |
| CN103826960A (en) | Train control system | |
| CN108297900B (en) | A kind of vacuum line magnetic suspension train signal system | |
| CN111806484A (en) | Train door and platform door fault isolation control method, device and system | |
| CN111332341A (en) | Implementation method for entering route handling of centralized control station based on CTC3.0 | |
| CN111901013A (en) | Tunnel electromechanical equipment monitoring system and method for high-speed magnetic suspension railway | |
| Wang et al. | A novel train control approach to avoid rear-end collision based on geese migration principle | |
| CN115923751B (en) | Method and device for controlling train safety braking by main control of vehicle-mounted operation control system | |
| CN115782847B (en) | Method and system for determining train safety braking control flow | |
| CN111923968B (en) | Safety protection method and system for level crossing | |
| CN116443082B (en) | Derailment protection method, device, equipment and medium between adjacent trackside resource managers | |
| CN114394128B (en) | Train control method and system, vehicle-mounted subsystem and trackside resource management subsystem | |
| CN109398425B (en) | Region blocking method and system based on object controller | |
| CN212677165U (en) | Tunnel electromechanical equipment monitoring system for high-speed magnetic suspension railway | |
| CN115214747A (en) | Automatic train driving system and automatic driving control method | |
| CN114715225B (en) | Unmanned system of maglev train |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |