CN115923751B - Method and device for controlling train safety braking by main control of vehicle-mounted operation control system - Google Patents
Method and device for controlling train safety braking by main control of vehicle-mounted operation control system Download PDFInfo
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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 utilizing a vehicle-mounted operation control system to control the train safety braking, wherein the vehicle-mounted operation control system can actively or passively transfer control rights to the vehicle-mounted operation control system from a partition operation control system; the safety braking control system and the method are suitable for electromagnetic suspension branches, are also suitable for branches such as electric suspension and the like, and have wider application range.
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 vehicle-mounted operation control system.
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 safety braking interface and the control method of the CTCS-3 level train control system are applied on a large scale and fully verified on high-speed railway wheel-rail trains in China, and the safety braking control right is independently exercised by ATP due to the fact that the braking interface is concentrated on the vehicles, so that the safety and the instantaneity of a braking command can be ensured, and the simplicity of a system structure is maintained.
The technical principle, the running environment, the system structure, the control interface and the like of the high-speed magnetic levitation traffic system are different from those of the wheel-rail train traffic system, the existing safety braking control method is not applicable to the aspects of system division and cooperation, control strategies, control flows and the like, the vehicle-mounted operation control system is taken as the main part, and the other systems are taken as the auxiliary part to realize the safety braking of the train. The patent with publication number CN112849230A discloses a magnetic levitation traffic ground partition integrated control method and a device thereof, wherein the method comprises the following steps: receiving a central operation control instruction, logging in a train, and selecting an operation mode; reading line data according to the route arrangement, and calculating a protection curve and an operation curve of a logged train; judging whether the logged-in train is in a suspension state or not, and if the logged-in train is not in the suspension state, commanding the train to be in the suspension state; starting to run, and logging in the train to enter a running state according to a running curve; collecting running parameters under the running state of the logged-in train, and comparing the running parameters with a running curve; judging whether the logged-in train approaches to the parking state of the running curve, if not, turning to step six, and if so, sending out a braking control instruction; and judging whether a new route is arranged, if so, turning to a step two, and if not, stopping braking. The patent does not clearly determine the distribution and constraint relation of the brake related interfaces and is not a safety-oriented overspeed protection control method, and is only applicable to electromagnetic suspension branches in the field of magnetic levitation.
Therefore, a safety braking system suitable for the magnetic levitation train needs to be designed to ensure the safety and reliability of the operation of the high-speed magnetic levitation train.
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 vehicle-mounted operation control system main control, which comprises the following steps:
judging whether the vehicle-ground wireless communication is abnormal or not;
if the vehicle-ground wireless communication is abnormal, generating a vehicle-mounted safety braking speed and judging whether the vehicle-ground communication abnormal time exceeds a communication recovery threshold value;
if the vehicle-ground communication time does not exceed the communication recovery threshold, judging whether the vehicle-mounted speed measurement exceeds the vehicle-mounted safety braking speed;
and if the vehicle-mounted speed measurement does not exceed the vehicle-mounted safety braking speed, outputting a command for canceling the safety braking and reporting whether the vehicle-mounted speed measurement is in an autonomous control state.
Further, the method further comprises the step of calculating the vehicle-mounted safety braking speed after judging that the vehicle-ground communication is abnormal;
the vehicle-mounted safety braking speed is calculated according to train movement authorization, temporary speed limit and environment speed limit and based on line static speed limit, line gradient, train inherent speed limit and safety braking model.
Further, the vehicle-to-ground wireless communication anomalies include vehicle-to-ground wireless communication delays, interruptions, and/or malfunctions.
Further, if the vehicle-ground wireless communication is normal, judging whether a command for transferring the brake control right is received;
if a command for transferring the brake control right is received, judging whether the ground speed measurement exceeds a subarea safety brake curve;
if the ground speed exceeds the subarea safety braking curve, outputting a safety braking application command and reporting whether the vehicle is in an autonomous control state.
Further, if the transfer brake control right command is not received, forwarding a safety brake application command or a withdrawal command of the partition operation control system and reporting whether the partition operation control system is in an autonomous control state.
Further, if the vehicle-to-ground communication time exceeds the communication restoration threshold, a safety brake application command is output and whether the vehicle-to-ground communication time is in an autonomous control state is reported.
Further, if the vehicle speed measurement exceeds the vehicle safety braking speed, a safety braking application command is output and whether the vehicle speed measurement is in an autonomous control state is reported.
On the other hand, the invention also provides a device for controlling train safety braking, which is controlled by the vehicle-mounted operation control system, and comprises a vehicle-mounted operation control system, a partition operation control system and a braking interface;
the vehicle-mounted operation control system is used for judging whether the vehicle-to-ground wireless communication is abnormal, generating a vehicle-mounted safety braking speed when the vehicle-to-ground wireless communication is abnormal, and judging whether the abnormal time of the vehicle-to-ground communication exceeds a communication recovery threshold value;
if the vehicle-ground communication time does not exceed the communication recovery threshold, judging whether the vehicle-mounted speed measurement exceeds the vehicle-mounted safety braking speed;
and 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 reporting whether the vehicle-mounted speed measurement is in an autonomous control state to a partition operation control system.
Further, the vehicle-mounted operation control system is also used for judging whether a command for transferring the brake control right is received or not when the wireless communication of the vehicle and the ground is normal;
if a command for transferring the brake control right is received, judging whether the ground speed measurement exceeds a subarea safety brake curve;
if the ground speed measurement exceeds the partition safety braking curve, a safety braking command is output to a braking interface and whether the ground speed measurement is in an autonomous control state is reported to a partition operation control system.
Further, the partition operation control system is also used for issuing a transfer brake control right command and receiving the report sent by the vehicle-mounted operation control system.
Further, the vehicle-mounted operation control system is also used for forwarding the control command of the partition operation control system to the brake interface and reporting whether the control command is in an autonomous control state to the partition operation control system when the transfer brake control right command of the partition operation control system is not received.
Further, the vehicle-mounted operation control system is further used for outputting a safety brake application command to the brake interface and reporting whether the vehicle-ground communication time exceeds the communication recovery threshold value or not to the partition operation control system.
And the vehicle-mounted operation control system is further used for outputting a safety braking command to the braking interface and reporting whether the vehicle-mounted speed measurement exceeds the vehicle-mounted safety braking speed to the partition operation control system or not in an autonomous control state.
The invention has the beneficial effects that:
the invention utilizes the vehicle carrying control system to control the safety braking of the train, can actively or passively transfer the control right from the partition carrying control system to the vehicle carrying control system, combines the two control flows, can ensure the safety and improve the efficiency, can make the system respond quickly through the communication element transfer between the partition carrying control system and the vehicle carrying control system, enhances the timeliness of the command, improves the safety of the system, and can effectively ensure the operation safety and improve the transportation efficiency;
the safety braking control system and the method are suitable for electromagnetic suspension branches, are also suitable for branches such as electric suspension and the like, and have wider application range.
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 shows a control flow diagram of an on-board control system in an embodiment of the invention;
fig. 5 shows a detailed 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 |
| SecureBrake interface | Train | Is directly connected with the vehicle-mounted operation control system |
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 braking interface is validated or the traction electric braking 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: providing train movement authorization for zoned operation control system Information processing system |
| 3 | Generating a line grade | Independently complete | Completion of the collaboration: providing train movement authorization for zoned operation control system Information processing system |
| 4 | Generating temporary speed limits | Independently complete | Completion of the collaboration: providing train movement authorization for zoned operation control system Information processing system |
| 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: a zoned operation control system is required to provide train movement authorization, Temporary speed limit and environmental speed limit information |
| 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: requiring vehicle carrying control The system responding to control commands | 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 embodiment describes the control flow of the partition operation control system with reference to the flowchart shown in fig. 3, 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 zoned safety braking curve within a movement authorization range of the train according to the temporary speed limiting curve, the environmental speed limiting, the line static speed limiting, the line gradient, the inherent speed limiting of the train and the safety braking model;
generating an electric cutting-off curve and an electronic cutting-off curve based on the zoned 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.
2) Control flow of vehicle carrying control system
The main flow of the train brake control of the train carrying control system is shown in fig. 4, and comprises the following steps:
judging whether the vehicle-ground wireless communication is abnormal or not;
if the vehicle-ground wireless communication is abnormal, generating a vehicle-mounted safety braking speed and judging whether the vehicle-ground communication abnormal time exceeds a communication recovery threshold value;
if the vehicle-ground communication time does not exceed the communication recovery threshold, judging whether the vehicle-mounted speed measurement exceeds the vehicle-mounted safety braking speed;
and if the vehicle-mounted speed measurement does not exceed the vehicle-mounted safety braking speed, outputting a command for canceling the safety braking and reporting whether the vehicle-mounted speed measurement is in an autonomous control state.
Specifically, when the vehicle-mounted operation control system judges that the vehicle-ground wireless communication has time delay, interruption or failure, the vehicle-mounted operation control system 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.
It should be noted that, the vehicle-mounted operation control system does not need to calculate a complete speed curve from the front end position of the train to the movement authorization terminal point, and only needs to calculate 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 partition 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 zonal safety braking curve and the ground speed measurement information sent by the zonal 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 embodiment describes the control flow of the vehicle-mounted operation control system in detail with reference to the flowchart 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.
The invention further provides a device for controlling train safety braking, which is controlled by the vehicle-mounted operation control system and comprises a vehicle-mounted operation control system, a partition operation control system and a braking interface;
wherein, the liquid crystal display device comprises a liquid crystal display device,
the vehicle-mounted operation control system is used for judging whether the vehicle-to-ground wireless communication is abnormal, generating a vehicle-mounted safety braking speed when the vehicle-to-ground wireless communication is abnormal, and judging whether the abnormal time of the vehicle-to-ground communication exceeds a communication recovery threshold value;
if the vehicle-ground communication time does not exceed the communication recovery threshold, judging whether the vehicle-mounted speed measurement exceeds the vehicle-mounted safety braking speed;
and 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 reporting whether the vehicle-mounted speed measurement is in an autonomous control state to a partition operation control system.
Further, the vehicle-mounted operation control system is also used for judging whether a command for transferring the brake control right is received or not when the wireless communication of the vehicle and the ground is normal;
if a command for transferring the brake control right is received, judging whether the ground speed measurement exceeds a subarea safety brake curve;
if the ground speed measurement exceeds the partition safety braking curve, a safety braking command is output to a braking interface and whether the ground speed measurement is in an autonomous control state is reported to a partition operation control system.
Further, the partition operation control system is also used for issuing a transfer brake control right command and receiving the report sent by the vehicle-mounted operation control system.
Further, the vehicle-mounted operation control system is also used for forwarding the control command of the partition operation control system to the brake interface and reporting whether the control command is in an autonomous control state to the partition operation control system when the transfer brake control right command of the partition operation control system is not received. And the system is also used for outputting a safety braking command to the braking interface and reporting whether the system is in an autonomous control state to the partition operation control system when the vehicle-ground communication time exceeds the communication recovery threshold. And the system is also used for outputting a safety braking command to the braking interface and reporting whether the vehicle-mounted speed measurement exceeds the vehicle-mounted safety braking speed to the partition operation control system or not in an autonomous control state.
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 (13)
1. A method for controlling train safety braking by a vehicle-mounted operation control system main control, which is characterized by comprising the following steps:
judging whether the vehicle-ground wireless communication is abnormal or not;
if the vehicle-ground wireless communication is abnormal, generating a vehicle-mounted safety braking speed and judging whether the vehicle-ground communication abnormal time exceeds a communication recovery threshold value;
if the vehicle-ground communication time does not exceed the communication recovery threshold, judging whether the vehicle-mounted speed measurement exceeds the vehicle-mounted safety braking speed;
and if the vehicle-mounted speed measurement does not exceed the vehicle-mounted safety braking speed, outputting a command for canceling the safety braking and reporting whether the vehicle-mounted speed measurement is in an autonomous control state.
2. The method for controlling train safety braking controlled by the vehicle-mounted operation control system according to claim 1, wherein,
the method further comprises the step of calculating the vehicle-mounted safety braking speed after judging that the vehicle-ground communication is abnormal;
the vehicle-mounted safety braking speed is calculated according to train movement authorization, temporary speed limit and environment speed limit and based on line static speed limit, line gradient, train inherent speed limit and safety braking model.
3. The method for controlling train safety braking controlled by the vehicle-mounted operation control system according to claim 1, wherein,
the vehicle-to-ground wireless communication anomalies include vehicle-to-ground wireless communication delays, interruptions, and/or faults.
4. The method for controlling train safety braking controlled by the vehicle-mounted operation control system according to claim 1, wherein,
if the vehicle-ground wireless communication is normal, judging whether a command for transferring the brake control right is received or not;
if a command for transferring the brake control right is received, judging whether the ground speed measurement exceeds a subarea safety brake curve;
if the ground speed exceeds the subarea safety braking curve, outputting a safety braking application command and reporting whether the vehicle is in an autonomous control state.
5. The method for controlling train safety braking controlled by the vehicle-mounted operation control system according to claim 4, wherein,
if the transfer brake control right command is not received, forwarding a safety brake application command or a withdrawal command of the partition operation control system and reporting whether the partition operation control system is in an autonomous control state.
6. The method for controlling train safety braking controlled by the vehicle-mounted operation control system according to claim 1, wherein,
if the vehicle-to-ground communication time exceeds the communication restoration threshold, outputting a safety brake application command and reporting whether the vehicle-to-ground communication time is in an autonomous control state.
7. The method for controlling train safety braking controlled by the vehicle-mounted operation control system according to claim 1, wherein,
and if the vehicle-mounted speed measurement exceeds the vehicle-mounted safety braking speed, outputting a safety braking application command and reporting whether the vehicle-mounted speed measurement is in an autonomous control state.
8. The device for controlling the train safety braking controlled by the vehicle-mounted operation control system is characterized by comprising a vehicle-mounted operation control system, a partition operation control system and a braking interface;
the vehicle-mounted operation control system is used for judging whether the vehicle-to-ground wireless communication is abnormal, generating a vehicle-mounted safety braking speed when the vehicle-to-ground wireless communication is abnormal, and judging whether the abnormal time of the vehicle-to-ground communication exceeds a communication recovery threshold value;
if the vehicle-ground communication time does not exceed the communication recovery threshold, judging whether the vehicle-mounted speed measurement exceeds the vehicle-mounted safety braking speed;
and 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 reporting whether the vehicle-mounted speed measurement is in an autonomous control state to a partition operation control system.
9. The device for controlling train safety braking controlled by the vehicle-mounted operation control system according to claim 8, wherein,
the vehicle-mounted operation control system is also used for judging whether a command for transferring the brake control right is received or not when the vehicle-ground wireless communication is normal;
if a command for transferring the brake control right is received, judging whether the ground speed measurement exceeds a subarea safety brake curve;
if the ground speed measurement exceeds the partition safety braking curve, a safety braking command is output to a braking interface and whether the ground speed measurement is in an autonomous control state is reported to a partition operation control system.
10. The device for controlling train safety braking controlled by the vehicle-mounted operation control system according to claim 8 or 9, wherein,
the partition operation control system is also used for issuing a transfer brake control right command and receiving the report sent by the vehicle-mounted operation control system.
11. The device for controlling train safety braking controlled by the vehicle-mounted operation control system according to claim 8 or 9, wherein,
and the vehicle-mounted operation control system is also used for forwarding the control command of the partition operation control system to the brake interface and reporting whether the control command is in an autonomous control state to the partition operation control system when the transfer brake control right command of the partition operation control system is not received.
12. The device for controlling train safety braking controlled by the vehicle-mounted operation control system according to claim 8 or 9, wherein,
the vehicle-mounted operation control system is further used for outputting a safety braking command to the braking interface and reporting whether the vehicle-ground communication time exceeds a communication recovery threshold value or not to the partition operation control system.
13. The device for controlling train safety braking controlled by the vehicle-mounted operation control system according to claim 8 or 9, wherein,
the vehicle-mounted operation control system is also used for outputting a safety braking command to the braking interface and reporting whether the vehicle-mounted speed measurement exceeds the vehicle-mounted safety braking speed or not to the partition operation control system.
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