CN115973233B - Train control system for train communication and link establishment and detachment methods and devices - Google Patents
Train control system for train communication and link establishment and detachment methods and devices Download PDFInfo
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- CN115973233B CN115973233B CN202310272459.6A CN202310272459A CN115973233B CN 115973233 B CN115973233 B CN 115973233B CN 202310272459 A CN202310272459 A CN 202310272459A CN 115973233 B CN115973233 B CN 115973233B
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Abstract
The disclosure provides a train control system for train communication and a method and a device for establishing and dismantling a link. The train control system comprises an STC and vehicle-mounted equipment, wherein the STC is used for processing a route, performing temporary speed limit management, implementing train management, verifying legitimacy, receiving information sent by the vehicle-mounted equipment of the train, sending ground equipment state information to the vehicle-mounted equipment of the train, determining signal permission, establishing a train-to-train communication link and removing the train-to-train communication link; the vehicle-mounted equipment is used for determining the movement authorization of the vehicle and controlling the train based on the movement authorization; and sending the running data information of the train to other trains and receiving the running data information of the other trains. The train control system disclosed by the invention has a simpler architecture, and reduces implementation cost for construction of projects; for the transmission among the signals of all the devices, due to the simplification of the system architecture, the transmission resources of the signals are saved, the probability of error occurrence of the signal transmission is reduced, and the driving safety is further improved.
Description
Technical Field
The invention belongs to the technical field of train control, and particularly relates to a train control system for train communication, a communication method and a communication device.
Background
The existing CBTC (Communication Based Train Control System, communication-based train Control system) system architecture includes an ATS (Automatic Train Supervision, automatic train monitoring) system of a central layer, a ZC (Zone Control) system of the ground, a CBI (Computer Based Interlock, computer interlock), on-board equipment of an on-board layer, and trackside transponders, switches, and the like. A CBTC system architecture of the prior art is shown in fig. 1. In train control, the devices perform data transmission between each other, so as to realize train control. The system architecture can not meet the requirements of vehicle-to-vehicle communication, and therefore the system architecture of vehicle-to-vehicle communication appears in the prior art. Fig. 2 shows a data transmission block diagram among control devices under a vehicle-to-vehicle communication architecture in the prior art, and as shown in fig. 2, route commands, temporary speed limit commands, manual operation commands and the like are transmitted between ATS and CBI, and commands such as train position and state, movement authorization, temporary speed limit and the like are transmitted between vehicle-mounted devices and ZCs. In this car communication architecture of the prior art: the ground train control equipment (such as a resource manager OC, a train control center TMC and the like) is responsible for train management, records ID numbers, communication IP addresses and positions of all trains, and manages the trains registered to the equipment in a train list mode; and issues a train list to all trains registered with the ground train control device. And searching all train positions in the position list by the train according to the position of the train, searching the front train nearest to the train of the train, and then establishing a communication link to realize train-based communication. However, there are some drawbacks to this system architecture, for example, the basis for the subsequent train to find the lead train is related to the position of the lead train only, such as when the lead train and the own train are reachable in the line, i.e. considered to be the lead train related to the own train, and a train communication link is established; the basis for finding the lead train by the rear sequence train is only related to the position of the lead train, and if the lead train and the own train are not reachable on the line, the lead train is considered to be not related to the own train, and the train communication link is immediately removed.
Based on the existing train control system, the method for establishing communication between trains in train communication can have potential safety hazards of establishing error links, for example, under the condition that degraded vehicles, engineering vehicles and the like exist between two trains of CTC (Communication Train Control, communication train control level) vehicles, the two trains of CTC vehicles can establish links; and the normal operation of the train is recovered slowly after the degradation.
Disclosure of Invention
In order to solve at least one of the above problems, the present disclosure provides a train control system for vehicle-to-vehicle communication, and a link establishment and detachment method and device.
The present disclosure provides a train control system for vehicle-to-vehicle communication, the train control system comprising an STC and a vehicle-mounted device, wherein,
the STC is used for processing a route, performing temporary speed limit management, performing train management, verifying legitimacy, receiving information sent by train vehicle-mounted equipment, sending ground equipment state information to the train vehicle-mounted equipment, determining signal permission, establishing a train-to-train communication link and removing the train-to-train communication link;
the vehicle-mounted equipment is used for determining the movement authorization of the vehicle and controlling the train based on the movement authorization; and sending the running data information of the train to other trains and receiving the running data information of the other trains.
In some embodiments, the ATS is configured to check the IP and ID of the train for legitimacy; after passing the validity check, carrying out consistency check on the communication protocol version and the data version; and triggering a train route after the consistency check is passed, and sending route information to the STC.
In some embodiments, the STC is further configured to determine whether a subsequent train is registered with the STC, determine whether a route of the train has been joined with a preceding train, determine whether a route taken by the preceding train is a multiple train route, determine whether the train has completed secure positioning and head-tail screening, and determine whether both the preceding and the following trains are in a train-ground communication normal state or the preceding train is in a train-ground communication normal state.
In some embodiments of the present invention, in some embodiments,
the processing route comprises determining turnout area resources, track resources, signal machine states and temporary speed limit of the train; and/or the number of the groups of groups,
performing temporary speed limit management comprises sending temporary speed limit to train vehicle-mounted equipment; and/or the number of the groups of groups,
implementing train management includes registering or deregistering a train.
In some embodiments, the on-board device is further configured to send location information, speed information, braking distance, protection zone, operation level, and operation mode information of the host vehicle to the STC.
In some embodiments, the operational data information includes train position, speed information, and braking distance information.
The present disclosure provides a method for establishing a link based on the above-mentioned train control system, the method comprising:
the STC establishes a route of a subsequent train according to route information of the subsequent train received from the ATS and sends signal permission to the subsequent train;
the STC identifies the lead train according to the position of the lead train, the position list of all trains and the furthest distance permitted by signals, and generates the lead train associated with the lead train;
the STC sends the identified IP information and ID information of the lead train to the following train;
and the post-sequence train establishes communication with the lead train according to the received IP information and ID information of the lead train.
In some embodiments of the present invention, in some embodiments,
the communication between the rear sequential train and the lead train is established according to the received IP information and ID information of the lead train, and the communication comprises the following steps:
after the rear train receives the IP information and the ID information of the front train, carrying out consistency check on the IP and the ID;
after the IP and the ID check consistency pass, addressing is carried out, after the addressing is successful, the front sequence vehicle carries out consistency check on a communication protocol and a data version which are sent when the received back sequence vehicle requests for establishing a link, and after the check is successful, the front sequence vehicle sends a message for establishing a link by agreeing with a transmission layer to a subsequent train;
the upper layer application protocol of the front train sends the ID, IP, communication protocol version and map version of the front train to the rear train; the post-sequence vehicle checks the communication protocol version and the map version and then keeps the link;
the post-sequence train sends application data to the front-sequence train, and the ID, IP, communication protocol version and map version information of the post-sequence train in the application data are subjected to secondary verification of validity and consistency;
and finally, the application data are sent between the lead train and the post-sequence train according to the protocol period. In the embodiment of the disclosure, a post-sequence vehicle sends a link establishment request for establishing a link to a lead train during link establishment, the lead train checks a communication protocol and a data version in link establishment request information sent by the post-sequence vehicle, and sends a link establishment approval message through the post-sequence vehicle and sends a communication protocol version and a data version of the post-sequence vehicle. And after receiving the agreement link establishment and communication protocol version and data version of the lead train, the post-sequence train performs secondary verification, and the link establishment is completed.
In some embodiments, after communication is established between the lead train and the following train, the following train determines whether to use train information of the lead train according to the acquired running direction, activation end, train safety envelope, train speed, train braking distance, train running control level, train driving mode, vehicle state and ID information of STC controlling the train.
In some embodiments, before the STC establishes a route for the subsequent train and sends a signal grant to the subsequent train, further comprising:
the STC judges whether the front train and the rear train are in normal train-ground communication, whether the route of the rear train is connected with the front train, the route occupied by the front train is a multi-train route, whether the front train has completed safe positioning, whether the front train has completed the tail screen, whether the rear train has completed the head screen and whether the rear train is registered with the STC.
In some embodiments, the post-sequence vehicle transmitting the route information to the STC after the ATS completes registration includes:
the post-sequence vehicle sends own IP and ID information to the ATS;
the ATS performs validity check on the IP and the ID, and establishes a link after the validity check;
performing consistency check of the communication protocol version and the data version;
after the consistency check is passed, the ATS matches the registered follow-up sequence with an operation plan to be executed, and gives a train number to the registered follow-up sequence train;
the ATS executes a train operation plan according to the train number of the train;
and triggering the route of the subsequent train by the ATS according to the train IDs of the front train and the rear train, the operation plans of the front train and the rear train and the train position envelopes of the front train and the rear train, and sending the route information to the STC.
The disclosure also provides a method for removing links based on the train control system, which comprises the following steps:
the STC judges whether a condition for dismantling a link exists between two trains for which the vehicle communication is established or not;
if the link removal condition is met, the STC controls the link removal of the two-column workshops.
In some embodiments, if a split approach occurs between the front and rear trains, then the tear-down link condition is deemed to be present.
In some embodiments, the STC controlling the tearing down of the connection between the two columns of workshops includes:
the STC sends empty pre-sequence car information or link dismantling instructions to the post-sequence car;
after the rear sequence vehicle receives the empty front sequence vehicle information or the link instruction is removed, the vehicle-to-vehicle communication with the front sequence vehicle is disconnected;
the rear sequence vehicle receives the dismantling link request of the front sequence vehicle and disconnects the vehicle-vehicle communication with the front sequence vehicle;
the latter sequence vehicle enters CTC mode and recalculates the movement authorization only in accordance with the signal permissions sent by the STC.
In some embodiments, links between two rows of workshops are removed within a predetermined time period when a link removal condition is determined.
Compared with the prior art, the method has the following advantages:
compared with the prior art, the train control system disclosed by the invention has the advantages that the architecture is simpler, and the implementation cost is reduced for the construction of projects; for the transmission among the signals of all the devices, due to the simplification of the system architecture, the transmission resources of the signals are saved, the probability of error occurrence of the signal transmission is reduced, and the driving safety is further improved.
Based on the architecture logic of the train control system, the system is suitable for establishing communication links between front and rear vehicles in vehicle-to-vehicle communication, and effectively detects communication interrupt trains, fault trains and engineering vehicles which do not establish communication links with the ground; the condition of establishing the link in error can not be generated, and the driving safety of the train is ensured.
Based on the architecture logic of the train control system, after the communication between the front and rear vehicles in the train communication is disconnected, the train can continue to run according to the signal permission of the ground, so that the influence on operation after the train communication is disconnected is reduced, the problem that the original train communication can only rely on a dispatching command for manual driving after the link is disconnected is avoided, and the running safety of the train is ensured.
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 in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 shows a prior art CBTC system architecture
FIG. 2 shows a block diagram of data transmission between control devices of the prior art
FIG. 3 illustrates a vehicle-to-vehicle communication system architecture diagram according to an embodiment of the present disclosure;
FIG. 4 illustrates a device functional architecture in a vehicle-to-vehicle communication system and a comparison of the device architecture with a CBTC system in accordance with an embodiment of the present disclosure;
FIG. 5 illustrates a block diagram of data transmission between devices in a vehicle-to-vehicle communication system according to an embodiment of the present disclosure;
FIG. 6 illustrates a schematic diagram of a structure for establishing a vehicle-to-vehicle communication link in accordance with an embodiment of the present disclosure;
fig. 7 shows a schematic structural diagram of a removal car communication link according to an embodiment of the present disclosure.
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.
Fig. 3 illustrates a vehicle-to-vehicle communication system architecture diagram according to an embodiment of the present disclosure, and as illustrated in fig. 3, a vehicle-mounted layer of the vehicle-to-vehicle communication system includes vehicle-mounted devices, a center layer includes a total ATS and an STC (Safety Train Control Device, a train ground safety Control center), a station layer includes OC (Object Control) and ATS terminals, a track side layer includes switches, axle counting, and signaling devices, and the like. The OC of the station layer is connected with the turnout and the axle counting annunciator of the trackside layer and the STC data of the center layer, and the STC of the center layer is connected with the total ATS and the vehicle-mounted equipment data of the vehicle-mounted layer. And the total ATS of the center layer is in data connection with the vehicle-mounted equipment of the vehicle-mounted layer and the ATS terminal of the station layer. In the embodiment of the disclosure, the OC is only an execution unit that executes according to instructions of the STC and the in-vehicle device, and does not have a function of logic calculation, which is a function of executing a security policy after a failure occurs. It should be noted that, in the embodiment of the present disclosure, each device may be set according to a road network, and not necessarily according to such a structure, for example, the STC is not necessarily located in a central layer, and may be located in a station layer.
Fig. 4 shows a device function architecture in a vehicle-to-vehicle communication system and a comparison diagram with the device architectures of the CBTC system according to an embodiment of the present disclosure. As shown in fig. 4, in the train-to-train communication train control system, the total ATS of the central layer is mainly used for displaying, planning and implementing a plan, and line resources of each station layer can be displayed; the ATS terminal of the station layer is a terminal under the management of the total ATS, and is used for displaying the line resource information of the station, such as the state of signal station equipment, trackside equipment, train position and state information, track resource occupation and non-occupation information, and some line physical data such as the position of equipment. It should be noted that, the main functions of the ATS of the station layer include planning, planning and executing, tracking the train running time, statistics of transportation data, and displaying related information which is convenient for personnel to observe and judge, and in the vehicle-to-vehicle communication, the connection and detachment of the communication link are not necessarily displayed by adopting the ATS as a display device. The STC may process an approach (e.g., switch area resources, track (straight rail) resources, traffic signal status, temporary speed limits of platforms and trains, etc.), control opening and closing of each station platform door, perform temporary speed limit management (transmit temporary speed limits to train-mounted devices), perform train management (e.g., registration and cancellation of trains), perform validity verification (e.g., check validity of trains, consistency of data, and validity of communication protocols upon registration of trains), receive related information transmitted by train-mounted devices (e.g., after train registration, the train-mounted devices transmit position information and speed of the own train, braking distance, protection zone, operation level, operation mode, etc. status information of the own train to the STC), perform ranking (real-time or non-real-time) processing of fore-and-aft sequence trains according to the approach information and train positions, transmit ground device status information to the train-mounted devices, establish communication links between trains, tear down communication links, determine signal permissions, etc. The vehicle-mounted equipment of the vehicle-mounted layer can receive the operation data information of other trains, check the received operation data information, determine the movement authorization (MA, movement Authority) of the vehicle-mounted equipment and control the running of the trains according to the determined movement authorization MA; the train operation data information including the own train position, train state information, movement authorization information, traveling speed, braking distance information, and the like is transmitted to other trains.
As can be seen by comparing fig. 4, the ATS functions in the CBTC system architecture identically to the functions of the vehicle-to-vehicle communication system (which may also be an autonomous operation control system). In the car communication system, some functions of the CI and the ZC in the CBTC system are executed by the STC device, and a function of determining the movement authorization implemented by the ZC in the CBTC system is transferred to the car device. The adjustment of the functional architecture in the embodiment of the disclosure fully considers the requirements of vehicle-to-vehicle communication and adaptively reduces the complexity of the system.
Fig. 5 illustrates a data transmission structure diagram between devices in a vehicle-to-vehicle communication system according to an embodiment of the present disclosure. As shown in fig. 5, the ATS transmits data such as a train operation plan (e.g., a train schedule, etc.), a door policy (e.g., whether a door on the left or right of a vehicle body is opened, whether a door is opened by a person, whether a door is closed by a person, etc.), and a registration isolation to the in-vehicle device, and displays information such as a train position status, a registration isolation, etc., received from the in-vehicle device, a temporary speed limit instruction, a manual operation instruction, etc., received from the STC; the STC sends a temporary speed limit command, ground equipment state information and door linkage information to the vehicle-mounted equipment (for example, the door linkage information can be a command or information that a shielding door and a vehicle door on a platform move simultaneously or delay the simultaneous movement, the vehicle-mounted equipment sends a door linkage request to the STC after the train is stopped and stopped, and the STC detects that the vehicle-mounted equipment can execute and sends an agreement command; the in-vehicle device transmits train position information, train state information, protection zone information, door linkage result information, and determined movement authorization to the STC.
On the basis of the vehicle-to-vehicle communication system mainly composed of the STC and the vehicle-mounted equipment, the embodiment of the disclosure also provides a method for establishing a vehicle-to-vehicle communication link. Fig. 6 is a schematic structural diagram illustrating a process of establishing a communication link between vehicles according to an embodiment of the present disclosure, in which related data is transmitted between a vehicle-mounted device of a preceding train, a vehicle-mounted device of a following train, an STC, and an ATS. As shown in fig. 6, the front train is in a deceleration stage when the vehicle is about to enter, the rear train runs at a normal running speed, and after the routes of the front and rear trains are joined, the rear train has a deceleration process before the front train is caught.
The on-board device of the train may send information such as the mode in which the train is located, the route the train occupies, and the like to the STC. For the front and rear trains requiring establishment of communication connection, the STC judges whether both the front and rear trains are in CM (Codetrain operating Mode, auto guard Mode) -VV/AM (ATO Mode) -VV Mode (in which train-ground communication is in good state) or the front sequential train is in CM-VV/AM-VV Mode (in which train-ground communication is also in good state), whether the approach of the rear sequential train has been linked with the front sequential train, the approach taken by the front sequential train is a multi-train approach, whether the front sequential train has completed safety positioning, whether the front sequential train has completed the tail screen, whether the rear sequential train has completed the head screen, and whether the rear sequential train is registered with the STC. And if the judgment result is yes, starting the process of linking the front car and the rear car, and if the judgment result is no, not starting the process of linking the front car and the rear car. In the embodiment of the disclosure, the function of train management is realized according to the received information by the STC.
Regarding the judgment of the above conditions, considering the efficiency of program operation and the situation of reducing memory occupation during the program execution, the STC may perform the judgment according to the following sequence:
1. judging whether the subsequent train is registered to the STC; if the judgment result is negative, the method is terminated, if the judgment result is positive,
2. judging whether the approach of the train is connected with the preceding train or not; if the judgment result is negative, the method is terminated, if the judgment result is positive,
3. judging whether the route occupied by the lead train is a multi-train route or not; if the judgment result is negative, the method is terminated, if the judgment result is positive,
4. judging whether the train has completed safety positioning and head-tail screening; if the judgment result is negative, the method is terminated, if the judgment result is positive,
5. judging whether the front and rear trains are in CM (Code train operatingMode, automatic protection Mode) -CTC/AM (ATO Mode) -CTC Mode; if the judgment result is negative, the method is terminated, and if the judgment result is positive, the following steps are carried out.
It should be noted that, in the embodiments of the present disclosure, the determination is not necessarily performed in the above-mentioned order.
Besides registering with STC, the train also needs to register with ATS: the train sends the IP and ID information of the train to the ATS (the addressing to the ATS is also carried out through the IP and the ID), the ATS carries out validity check on the IP and the ID, a link between the train and the ATS is established after the validity check, and then consistency check on the communication protocol version and the data version of the train is carried out; after the consistency check is passed, the ATS considers that the vehicle can enter into operation; the ATS matches the registered train with the operation plan to be executed and assigns a train number to the registered train. The ATS executes a train operation plan by the train number of the train, for example, sets departure time, stop time, and the like of the train. Through the information interaction between the IP and the ID and the train, the ATS transmits information such as an operation plan, a train number, a door control strategy, jump stop, car buckling, a turning-back command, a turning-back section mode and the like to the train. The train sends train position and status information to the ATS. After the train finishes registration to the ATS, the ATS triggers the route of the subsequent train according to the train IDs of the front train and the rear train, the operation plans of the front train and the rear train and the train position envelopes of the front train and the rear train, and sends route information to the STC;
the STC establishes a route of a subsequent train according to route information of the subsequent train received from the ATS and sends signal permission to the subsequent train;
the STC identifies the lead train according to the position of the lead train, the position list of all the trains and the furthest distance permitted by the signal, generates the lead train associated with the lead train, and sends the IP information and the ID information of the identified lead train to the following train; and the post-sequence train establishes communication with the lead train according to the received IP information and ID information of the lead train, namely, after the post-sequence train receives the IP information and the ID information of the lead train, the IP and the ID are checked for consistency, and after the checking is passed, the IP information is addressed, the consistency check of a communication protocol and a data version is carried out after the addressing is successful, and after the addressing is successful, the lead train sends a message for establishing a link by agreeing with the transmission layer to the post-sequence train. And then the upper layer application protocol of the lead train transmits the ID, IP, communication protocol version, map version and the like of the upper layer application protocol to the subsequent train according to a preset rule. After the post-sequence vehicles judge that the information meets the requirements, namely, the communication protocol version and the regional version are checked to be legal, the pre-sequence vehicles are used for transmitting application data, and the application data comprise the train position, speed, braking distance, mode level and the like of the lead train; the application data is then sent according to the protocol period. After communication is established between the front train and the rear train, the rear train acquires train information such as running direction, activation end, train safety envelope, train speed, train braking distance, train running control level, train driving mode, train state (such as train integrity, parking guarantee, turning back state and the like) and ID information of STC (space time) of the control train, and the vehicle-mounted equipment of the rear train judges whether to use the train information of the front train according to the received train information of the front train; illustratively, it is determined whether to use train information of the lead train by: judging whether the ID and the IP of the lead train pass the legal check, namely the ID and the IP are registered to prevent illegal access, then judging that the communication protocol version and the map version are consistent, namely consistency check, and judging according to the data such as the data available in the CM or AM mode of the CTC or VV level, the data unavailable in the train integrity loss, the data unavailable in the retrace state and the like of the running level mode of the train.
The rear sequential vehicle calculates the movement authorization according to the signal permission sent by the STC, the position, the speed and the braking distance of the front vehicle, the temporary speed limit and considering the physical conditions (the limited speed, the gradient, the curve) of the comprehensive line, and the like. According to the signal permission sent to the host vehicle by the STC, whether the route occupied by the lead train is a multi-train route or not, and the signal display of the route, and the train information of the lead train, comprehensively determining whether to run based on movement authorization, wherein the movement authorization ensures the safe interval of train running;
the post-sequence train mode is updated to a CM-VV (train-vehicle)/AM-VV mode, and the movement authorization of the train is updated in real time according to the train information and signal permission of the pre-sequence train, the post-sequence train runs according to the calculated movement authorization, and the safety interval of train running is ensured.
The operation mode of the lead train can be kept unchanged in the whole train-to-train communication process.
In the embodiment of the disclosure, through the arrangement of the train communication system architecture, the basic equipment for train management such as STC, ATS and the like can master all information related to the safe operation of the trains such as the positions, operation modes, movement authorization, route information and the like of all the trains in real time. Therefore, the mode of setting the STC to realize the link logic operation in the embodiment of the disclosure can save the mutual transmission of information among devices and save the computing power and communication resources of vehicle-mounted devices.
The route prepared for the rear sequential train is connected with the route of the front sequential train, the route is available at the moment, and the route of the front sequential train is multiple in time; at this time, the ground STC sends key information such as ID, IP and the like of the lead train for pre-establishing train-to-train communication to the lead train; and after receiving the information, the rear sequence vehicle actively establishes a communication link with the front sequence vehicle. The mode of establishing communication connection prevents the trains which are degraded, failed, construction vehicles and the like and have no link with STC from being clamped between two trains which are established with communication links, does not have running risk of train conflict caused by identification of a running control system, and ensures running safety of the trains.
On the basis of the vehicle-to-vehicle communication system mainly composed of STC and vehicle-mounted equipment, the embodiment of the disclosure also provides a method for detaching the vehicle-to-vehicle communication link. Fig. 7 is a schematic structural diagram illustrating a communication link of a vehicle, in which related data is transmitted between a vehicle-mounted device of a preceding train, a vehicle-mounted device of a following train, an STC, and an ATS in a process of detaching the communication link of the vehicle according to an embodiment of the present disclosure.
And the STC judges whether a divergent approach exists between two trains for which the vehicle-to-vehicle communication is established, and if the divergent approach exists between the two trains, the vehicle-to-vehicle communication between the two trains can be started. After the divergence and the approach occur between the rear sequence vehicle and the front sequence vehicle, the STC sends empty front sequence vehicle information or link dismantling commands to the rear sequence vehicle;
after the front sequence vehicle receives the empty front sequence vehicle information or the link removing command, vehicle-to-vehicle communication with the rear sequence vehicle is disconnected;
after receiving the chain disassembly request of the front sequence train, the rear sequence train disconnects the train-to-train communication with the front sequence train;
the post-sequence vehicle enters a CM-CTC/AM-CTC mode and recalculates the mobile authorization only in accordance with the signal grant sent by the STC.
The mode of the lead train can be kept unchanged during the whole train communication dismantling process.
In the embodiment of the disclosure, through the arrangement of the architecture of the vehicle-to-vehicle communication system, when the front and rear trains are in the vehicle-to-vehicle communication state and the rear sequence vehicle has established a communication link with the front sequence vehicle, when the STC judges that the routes between the front and rear trains are changed, the STC sends a command for dismantling the communication link to the front and rear trains after the routes of the split turnout between the two trains occur. That is, when different routes occur between the preceding and following trains in the communication link, a communication link disconnection operation is performed. If the split route between trains becomes the link route within a certain configuration time, the link is not broken. )
In order to prevent the erroneous operation from being immediately corrected (for example, the train is immediately restored after a problem such as a problem in a part of the line is debugged while running, for example, a switch is turned, a route is cancelled, or an erroneous operation is considered to be performed, and correction is immediately made) the link removing operation is performed without removing the link. If the tear-down condition is no longer present for a predetermined period of time (i.e., the erroneous operation is corrected), the tear-down operation may not be performed.
In the embodiment of the disclosure, the split approach (for example, not only the case of not only being connected up, but also the case of different destinations within a short distance) occurs between the approach prepared for the rear sequential train and the approach of the front sequential train, or the communication link between the two trains is removed when the approach prepared for the rear sequential train is not connected up with the approach of the front sequential train and is not connected up and a configuration time is required to be maintained. The arrangement mode prevents the communication link between the train workshops from being disassembled when the chain is disassembled, and the chain is not disassembled when the chain is not disassembled, or the chain is frequently built and disassembled.
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 (15)
1. The train control system comprises a train ground safety control center STC, a train automatic monitoring system ATS and vehicle-mounted equipment, wherein,
the train ground safety control center STC is used for processing a route, performing temporary speed limit management, performing train management, verifying legality, receiving information sent by train vehicle-mounted equipment, sending ground equipment state information to the train vehicle-mounted equipment, determining signal permission, establishing a train-to-train communication link and removing the train-to-train communication link;
the automatic train monitoring system ATS is used for sending the route information to the train ground safety control center STC;
the vehicle-mounted equipment is used for determining the movement authorization of the vehicle and controlling the train based on the movement authorization; transmitting own train operation data information to other trains and receiving operation data information of other trains; and transmitting the position information of the vehicle to the train ground safety control center STC.
2. The column control system of claim 1, wherein,
the automatic train monitoring system ATS is also used for checking the validity of the IP information and the ID information of the train; after passing the validity check, carrying out consistency check on the communication protocol version and the data version; and after the consistency check is passed, triggering a train route and sending route information to a train ground safety control center STC.
3. The column control system according to claim 1 or 2, wherein,
the train ground safety control center STC is also used for judging whether a subsequent train is registered in the train ground safety control center STC, judging whether the route of the train is connected with the preceding train, judging whether the route occupied by the preceding train is a multi-train route, judging whether the train has completed safety positioning and head and tail screening, and judging whether both the front train and the rear train are in a train ground communication normal state or whether the preceding train is in a train ground communication normal state.
4. The column control system of claim 1, wherein,
the processing route comprises determining turnout area resources, track resources, signal machine states and temporary speed limit of the train; and/or the number of the groups of groups,
performing temporary speed limit management comprises sending temporary speed limit to train vehicle-mounted equipment; and/or the number of the groups of groups,
implementing train management includes registering or deregistering a train.
5. The column control system of claim 1, wherein,
the vehicle-mounted equipment is also used for sending speed information, braking distance, protection section, operation grade and operation mode information of the vehicle to the train ground safety control center STC.
6. The column control system of claim 1, wherein,
the operation data information includes train position, speed information, and braking distance information.
7. A method of establishing a link based on the column control system of any of claims 1-6, wherein the method comprises:
the train ground safety control center STC establishes a route of a subsequent train according to route information of the subsequent train received from the automatic train monitoring system ATS and sends signal permission to the subsequent train;
the train ground safety control center STC identifies the lead train according to the position of the rear train, the position list of all trains and the furthest distance permitted by signals, and generates the lead train associated with the rear train;
the train ground safety control center STC sends the identified IP information and ID information of the lead train to the rear train;
and the post-sequence train establishes communication with the lead train according to the received IP information and ID information of the lead train.
8. The method of claim 7, wherein,
the communication between the rear sequential train and the lead train is established according to the received IP information and ID information of the lead train, and the communication comprises the following steps:
after the rear train receives the IP information and the ID information of the front train, consistency check is carried out on the IP information and the ID information;
after the consistency of the IP information and the ID information is checked, addressing is carried out, after the addressing is successful, the front sequence vehicle carries out consistency check on a communication protocol and a data version which are sent when the received back sequence vehicle requests for establishing a link, and after the verification is successful, the front sequence vehicle sends a message for establishing a link by agreeing with a transmission layer to a subsequent train;
the upper layer application protocol of the preceding train sends the ID information, the IP information, the communication protocol version and the map version of the preceding train to the following train; the post-sequence vehicle checks the communication protocol version and the map version and then keeps the link;
the post-sequence train sends application data to the front-sequence train, and the ID information, the IP information, the communication protocol version and the map version information of the post-sequence train in the application data are subjected to secondary verification of validity and consistency;
and finally, the application data are sent between the lead train and the post-sequence train according to the protocol period.
9. The method of claim 7, wherein,
after communication is established between the front train and the rear train, the rear train judges whether to use the train information of the front train according to the acquired running direction, activation end, train safety envelope, train speed, train braking distance, train running control level, train driving mode, train state and the ID information of the train ground safety control center STC for controlling the train.
10. The method of any of claims 7-9, wherein before the train ground safety control center STC establishes a route for a subsequent train and sends a signal grant to a subsequent train, further comprising:
the train ground safety control center STC judges whether the front train and the rear train are in normal train ground communication, whether the route of the rear train is connected with the front train, the route occupied by the front train is a multi-train route, whether the front train has completed safety positioning, whether the front train has completed the tail screen, whether the rear train has completed the head screen and whether the rear train is registered to the train ground safety control center STC.
11. The method according to any one of claims 7-9, wherein the subsequent train sending the route information to the train ground safety control center STC after the automatic train monitoring system ATS completes registration, comprises:
the post-sequence train sends own IP information and ID information to the automatic train monitoring system ATS;
the automatic train monitoring system ATS carries out validity check on the IP information and the ID information, and establishes a link after the validity check;
the preamble train carries out consistency check on the communication protocol version and the data version;
after the consistency check is passed, matching the registered post-sequence vehicles with an operation plan to be executed by the ATS, and giving a train number to the registered post-sequence vehicles;
the ATS performs execution of a train operation plan through the train number of the train;
the automatic train monitoring system ATS triggers the route of the subsequent train according to the train ID information of the front train and the rear train, the operation plans of the front train and the rear train and the train position envelopes of the front train and the rear train, and sends the route information to the train ground safety control center STC.
12. A method of tearing down links based on the column control system of any of claims 1-6, the method comprising:
the train ground safety control center STC judges whether a condition for dismantling a link exists between two trains for which the train communication has been established;
and if the condition of link removal is met, the train ground safety control center STC controls the link removal of the two trains workshops.
13. The method of claim 12, wherein,
if the two trains are separated, the condition of dismantling the link is considered to be provided.
14. The method of claim 12 or 13, wherein the train ground safety control center STC controlling the tearing down of links between two trains of workshops comprises:
the train ground safety control center STC sends empty front sequence car information or a chain disconnecting command to the rear sequence car;
after the rear sequence vehicle receives the empty front sequence vehicle information or the chain disconnecting command, vehicle-to-vehicle communication with the front sequence vehicle is disconnected;
after receiving the chain disassembly request of the front sequence train, the rear sequence train disconnects the train-to-train communication with the front sequence train;
the post-sequence train enters a communication train control level CTC mode, and the movement authorization is recalculated only according to the signal permission sent by the train ground safety control center STC.
15. The method of claim 12, wherein,
and removing the links of the two rows of workshops within the preset time for judging that the link removing condition exists.
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