CN116176662A

CN116176662A - Train control system and method for CTCS and CBTC line crossing operation

Info

Publication number: CN116176662A
Application number: CN202310458486.2A
Authority: CN
Inventors: 刘岭; 陈志强; 王佳; 张友兵; 杨韬; 焦万立; 吴培栋; 鲍鹏宇; 杜江红; 包正堂
Original assignee: CRSC Research and Design Institute Group Co Ltd
Current assignee: CRSC Research and Design Institute Group Co Ltd
Priority date: 2023-04-26
Filing date: 2023-04-26
Publication date: 2023-05-30
Anticipated expiration: 2043-04-26
Also published as: CN116176662B

Abstract

The invention discloses a train control system and a train control method for CTCS and CBTC overline operation. The system comprises CTCS vehicle-mounted equipment, CBTC vehicle-mounted equipment, CTCS ground train control equipment and CBTC ground train control equipment; the CTCS vehicle-mounted equipment and the CBTC vehicle-mounted equipment are arranged on the same train, and the CTCS ground train control equipment and the CBTC ground train control equipment are respectively deployed in a CTCS jurisdiction and a CBTC jurisdiction; when the train crosses the boundary of the CTCS jurisdiction and the CBTC jurisdiction, the CTCS ground equipment coordinates with the CBTC ground equipment and interacts ground information in the other party jurisdiction at the boundary, and provides driving permission crossing the boundary for the vehicle-mounted equipment, so that the CTCS vehicle-mounted equipment and the CBTC vehicle-mounted equipment are supported to automatically switch and control the vehicle right, and the non-stop line crossing operation is realized. The embodiment of the invention can realize the overline operation of the train on the CTCS line and the CBTC line and improve the railway transportation efficiency.

Description

Train control system and method for CTCS and CBTC line crossing operation

Technical Field

The invention relates to the technical field of railway traffic management, in particular to a train control system and a train control method for CTCS and CBTC overline operation.

Background

At present, urban division of China has entered the development stage of metropolitan grouping and metropolitan area, and the commute demands among various cities are increasing. According to the current situation, the traffic problem among large urban groups cannot be solved by improving the running efficiency of a single line, and the railway signal systems of various systems are linked and coordinated in areas, so that the smooth connection among high-speed railways, urban railways and urban rail transit is facilitated to be an important measure for promoting the rail transit efficiency of the super large urban groups in the future and guaranteeing the orderly development of regional economy.

Existing high speed rail trains are typically equipped with chinese train control systems (China Train Control System, CTCS), while urban rail transit is typically equipped with communication-based train automatic control systems (Communication Based Train Control System, CBTC). Because train control systems are mutually incompatible, trains cannot run between CBTC and CTCS in a crossing way, and the running efficiency is low.

Disclosure of Invention

The invention provides a train control system for the cross-line operation of CTCS and CBTC, which is used for realizing the cross-line operation of a train on a CTCS line and a CBTC line and improving the stability of the cross-line operation.

According to one aspect of the invention, a train control system for cross-line operation of CTCS and CBTC is provided, wherein the system comprises CTCS vehicle-mounted equipment, CBTC vehicle-mounted equipment, CTCS ground train control equipment and CBTC ground train control equipment; the CTCS vehicle-mounted equipment and the CBTC vehicle-mounted equipment are arranged on the same train, and the CTCS ground train control equipment and the CBTC ground train control equipment are respectively deployed in a CTCS jurisdiction and a CBTC jurisdiction;

the CTCS vehicle-mounted equipment is in communication connection with the CTCS ground train control equipment in a CTCS jurisdiction and is used for acquiring data from the CTCS ground train control equipment in the CTCS jurisdiction and controlling the vehicle to run;

The CBTC vehicle-mounted equipment is in communication connection with the CBTC ground train control equipment in a CBTC jurisdiction and is used for acquiring data from the CBTC ground train control equipment in the CBTC jurisdiction and controlling the vehicle to run; an IO interface and a data communication interface are added between the CTCS vehicle-mounted equipment and the CBTC vehicle-mounted equipment;

the data communication interface establishes communication connection between the CTCS vehicle-mounted equipment and the CBTC vehicle-mounted equipment and is used for transmitting a vehicle control command and working state information;

the IO interface comprises a train control right interface and is used for connecting or disconnecting train interfaces such as traction braking of the CTCS vehicle-mounted equipment and the CBTC vehicle-mounted equipment with a train through a train control right relay;

when the train crosses the boundary of the CTCS jurisdiction and the CBTC jurisdiction, the CTCS ground train control equipment coordinates with the CBTC ground train control equipment and interacts ground information in the other party jurisdiction at the boundary to provide driving permission crossing the boundary for the vehicle-mounted equipment, so that the CTCS vehicle-mounted equipment and the CBTC vehicle-mounted equipment are supported to automatically switch the control right, and the non-stop line crossing operation is realized.

According to another aspect of the present invention, there is provided a train control method for CTCS and CBTC line-crossing operations, applied to a train control system for CTCS and CBTC line-crossing operations provided in any embodiment of the present invention, including:

In the CTCS jurisdiction, the CTCS vehicle-mounted equipment acquires line data from CTCS ground train control equipment and runs safely in CTCS grade control;

when a train enters a CBTC jurisdiction from the CTCS jurisdiction, the train control right is switched to the CBTC vehicle-mounted equipment by the CTCS vehicle-mounted equipment, and the train is maintained to run;

in the CBTC jurisdiction, the CBTC on-board equipment acquires line data from CBTC ground train control equipment to safely operate with CBTC grade control vehicles.

in a CBTC jurisdiction, the CBTC on-board equipment acquires line data from CBTC ground train control equipment to control safe operation of a vehicle in a CBTC grade;

when entering the CTCS jurisdiction from the CBTC jurisdiction, the control right is switched to the CTCS vehicle-mounted equipment by the CBTC vehicle-mounted equipment, and train running is maintained; in the CTCS jurisdiction, the CTCS vehicle-mounted equipment acquires line data from CTCS ground train control equipment and runs safely in CTCS grade control.

According to the embodiment of the invention, the CTCS vehicle-mounted equipment and the CBTC vehicle-mounted equipment are deployed on the train, the CTCS ground equipment and the CBTC ground equipment are matched to realize the no-stop line crossing operation of the train, and the CTCS vehicle-mounted equipment or the CBTC vehicle-mounted equipment and a traction braking interface of the train are communicated or cut off through the working state of the control right relay, so that the condition that the two sets of equipment simultaneously control the train by outputting commands to the train is avoided, the system is disordered, and the stability of the line crossing operation is improved.

It should be understood that the description in this section is not intended to identify key or critical features of the embodiments of the invention or to delineate the scope of the invention. Other features of the present invention will become apparent from the description that follows.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for the description of the embodiments will be briefly described below, and it is apparent that the drawings in the following description are only 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 is a block diagram of a vehicle-mounted CTCS and CBTC device according to an embodiment of the present invention;

FIG. 2 is a schematic cross-line operation diagram of a CBTC jurisdiction and a CTCS jurisdiction without overlapping regions, provided in accordance with an embodiment of the present invention;

FIG. 3 is a schematic cross-line operation diagram of a CBTC jurisdiction and a CTCS jurisdiction with overlapping regions provided in accordance with an embodiment of the present invention;

FIG. 4 is a block diagram of a screen-closing human-machine interface provided in accordance with an embodiment of the present invention;

FIG. 5 is a schematic flow chart of a cross-line operation from a CTCS jurisdiction to a CBTC jurisdiction without stopping according to an embodiment of the present invention

FIG. 6 is a schematic flow chart of a cross-line operation from a CBTC jurisdiction to a CTCS jurisdiction without stopping according to an embodiment of the present invention;

FIG. 7 is a block diagram of a common speed sensor provided in accordance with an embodiment of the present invention;

fig. 8 is a block diagram of a common antenna and associated device according to an embodiment of the present invention;

FIG. 9 is a block diagram of a shared transponder transmission unit BTM antenna provided in accordance with an embodiment of the present invention;

FIG. 10 is a flow chart of a method of train control for ctCS and CBTC overline operation provided in accordance with an embodiment of the present invention;

fig. 11 is a flowchart of a train control method for CTCS and CBTC line-crossing operations according to an embodiment of the present invention.

Detailed Description

In order that those skilled in the art will better understand the present invention, a technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.

It should be noted that the terms "first," "second," and the like in the description and the claims of the present invention and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the invention described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

Fig. 1 is a block diagram of a vehicle-mounted CTCS and CBTC device according to an embodiment of the present invention. Referring to FIG. 1, the on-board CTCS and CBTC devices are installed on any train so that the train can run without stopping on the CTCS and CBTC overline; the system comprises CTCS vehicle-mounted equipment, CBTC vehicle-mounted equipment, CTCS ground train control equipment and CBTC ground train control equipment; the CTCS vehicle-mounted equipment and the CBTC vehicle-mounted equipment are arranged on the same train, and the CTCS ground train control equipment and the CBTC ground train control equipment are respectively deployed in a CTCS jurisdiction and a CBTC jurisdiction;

The CTCS vehicle-mounted equipment and the CBTC vehicle-mounted equipment are respectively provided with a train control right interface in advance, the train control right interfaces can be used for communicating or disconnecting the traction braking interfaces of the CTCS vehicle-mounted equipment and the CBTC vehicle-mounted equipment with a train, so that the corresponding vehicle-mounted equipment can control the train, the train control right interfaces can be switched through a train control right relay, and only one set of traction braking interfaces of the vehicle-mounted equipment and the train can be connected at the same time, so that the simultaneous control of the CTCS vehicle-mounted equipment and the CBTC vehicle-mounted equipment is avoided.

Specifically, ctcs2+ato vehicle-mounted equipment (ctcsvehicle-mounted equipment for short) and CBTC vehicle-mounted equipment with switchable control rights are installed on a train. The boundary between the ground CTCS jurisdiction and the CBTC jurisdiction can be provided with a switching transition zone, the CTCS ground equipment and the CBTC ground equipment coordinate and interact ground information in the other party jurisdiction at the boundary, driving permission crossing the boundary is provided for the vehicle-mounted equipment, automatic switching of the vehicle control right at the boundary is supported by the vehicle-mounted equipment, and the train is operated without stopping and crossing the line. For the vehicle-mounted equipment, each end of the train is respectively provided with a set of CTCS vehicle-mounted equipment and a set of CBTC vehicle-mounted equipment, and the CTCS vehicle-mounted equipment supports CTCS-2 grade and has an automatic driving function. An IO interface and a data communication interface exist between the two sets of equipment, the data communication interface is used for data communication and can be used for transmitting a vehicle control command and working state information, the IO interface at least comprises a vehicle control right interface, the vehicle control right interface is realized through a vehicle control right relay, the relay is sucked to connect the traction braking interface of the CTCS vehicle-mounted equipment and the vehicle, and the CTCS vehicle-mounted equipment controls the vehicle; the relay falls and is connected with the traction braking interface of the CBTC vehicle-mounted equipment and the vehicle, the CBTC vehicle-mounted equipment controls the vehicle, and the control right relay enables only one set of vehicle-mounted equipment to control the vehicle at the same time, so that the condition that two sets of equipment output commands to the vehicle at the same time to cause system confusion is avoided.

According to the embodiment, the CTCS vehicle-mounted equipment and the CBTC vehicle-mounted equipment are deployed on the train, the CTCS ground equipment and the CBTC ground equipment are matched to realize the no-stop line-crossing operation of the train, the working states of the control right relay are used for switching the communication or cutting off the traction braking interface of the CTCS vehicle-mounted equipment or the CBTC vehicle-mounted equipment and the train, the situation that the two sets of equipment simultaneously control the train by outputting commands to the train is avoided, the system is disordered, and the stability of the line-crossing operation is improved.

Optionally, when the train control right relay is in a suction state, the train control right interface of the CTCS vehicle-mounted equipment is communicated with the train traction braking interface, and the CTCS vehicle-mounted equipment controls the train to run; when the train control right relay is in a falling state, the train control right interface of the CBTC vehicle-mounted equipment is communicated with the train traction braking interface, and the CBTC vehicle-mounted equipment controls the train to run.

Specifically, the control right relay can only keep the state of lifting or falling at the same time, and the control right relay is arranged to be lifted and fallen to respectively connect the control right interfaces of different vehicle-mounted equipment with the train traction braking interfaces, so that only one set of vehicle-mounted equipment can control the vehicle at the same time. Correspondingly, the train control right interface of the CTCS vehicle-mounted equipment is communicated with the train traction braking interface when the train is sucked up, and the train control right interface of the CBTC vehicle-mounted equipment is communicated with the train traction braking interface when the train falls down; the train control right interface of the CBTC vehicle-mounted equipment is communicated with the train traction braking interface during the suction, and the train control right interface of the CTCS vehicle-mounted equipment is communicated with the train traction braking interface during the falling.

FIG. 2 is a schematic cross-line operation when there is no overlap between CBTC jurisdiction and CTCS jurisdiction, according to an embodiment of the present invention. Referring to FIG. 2, when there is no overlap between the CBTC jurisdiction and the CTCS jurisdiction, at the CTCS jurisdiction and CBTC jurisdiction boundary:

the CTC equipment in the CTCS ground train control equipment is in newly added communication connection with the ATS equipment in the CBTC ground train control equipment, and is used for switching the scheduling right and managing the route transaction crossing the boundary when the train runs across the region;

the TSRS equipment in the CTCS ground train control equipment and the ZC equipment in the CBTC ground train control equipment are in communication connection, and are used for interactively transmitting running plans and inter-station data when the train runs across the region;

the CBI equipment in the CTCS ground train control equipment and the CI equipment in the CBTC ground train control equipment establish communication connection and are used for executing route handling and route state acquisition when the train runs across the region;

correspondingly, the wireless connection point, the wireless call point and the switching forecast point in the cross-line running of the train are positioned in the original jurisdiction, and the switching point is positioned at the jurisdiction demarcation point of the original jurisdiction and the new jurisdiction.

Wherein, the train needs to pass through the CTCS wireless connection point, the CTCS wireless call point, the CTCS switching forecast point and the switching point in turn in the cross-line running from the CBTC jurisdiction to the CTCS jurisdiction; in the overline operation from the CTCS jurisdiction to the CBTC jurisdiction, the train is required to pass through the CTCS wireless connection point, the CBTC wireless call point, the CBTC switching forecast point and the switching point in sequence, the preparation work for switching is completed before the train reaches the switching point, and the handover switching of the train control right between the CBTC vehicle-mounted equipment and the CTCS vehicle-mounted equipment is carried out when the train reaches the switching point. The data required for the train crossing operation comprises an operation plan, inter-station data, a route state and the like.

Specifically, for ground train control equipment, a ground equipment arrangement mode is that a CTCS jurisdiction area is adjacent to but not overlapped with a CBTC jurisdiction area, a CTCS and CBTC jurisdiction boundary is formed, a dispatching centralized equipment CTC in the CTCS ground equipment is in communication connection with an automatic train monitoring equipment ATS of the CBTC ground equipment, when a train is supported to run across a region, a dispatching right is switched, a route transaction crossing the boundary is managed, and the like. The temporary speed limiting server device TSRS of the CTCS ground device establishes communication connection with the zone controller device ZC of the CBTC ground device, and supports interaction and distribution operation plans, inter-station data and the like when the train runs across the zone. The computer interlocking equipment CBI of the CTCS ground equipment and the computer interlocking equipment CI of the CBTC ground equipment establish communication connection, and the train is supported to execute route handling, route state acquisition and the like when running across areas. In the arrangement scheme, the supported vehicle-mounted CTCS/CBTC equipment establishes communication connection with the ground equipment of a new jurisdiction in front in advance to acquire the line data and other car control information to be converted into the class in front, and preparation work such as wireless connection, calling and the like is not required to be started after the vehicle-mounted CTCS/CBTC equipment enters the new jurisdiction, but preparation work such as wireless connection, wireless calling, switching forenotice and the like is finished in advance before the vehicle-mounted CTCS/CBTC equipment enters the new jurisdiction, and the car control right is directly switched through a car control right relay at a switching point when the vehicle-mounted CTCS/CBTC equipment enters the new jurisdiction.

Illustratively, FIG. 3 is a schematic cross-line operation diagram of a CBTC jurisdiction and a CTCS jurisdiction with overlapping regions, in accordance with an embodiment of the present invention. For ground equipment, another ground equipment arrangement mode is that an overlapping area is arranged between a CTCS jurisdiction area and a CBTC jurisdiction area, CTCS ground equipment and CBTC ground equipment are simultaneously arranged in the overlapping area, and meanwhile, safe vehicle control of CTCS vehicle-mounted equipment and safe vehicle control of CBTC vehicle-mounted equipment are supported, and the overlapping area is used as a switching transition area to realize automatic switching of the vehicle control rights of CTCS vehicle control and CBTC vehicle control.

Fig. 4 is a block diagram of a screen-closing human-machine interface according to an embodiment of the present invention. Referring to the figure, the on-screen human-computer interface comprises a CTCS/CBTC interface switching management module, a CTCS display core module, a CTCS communication module, a CBTC display core module and a CBTC communication module;

the on-screen human-computer interface is respectively connected with the CTCS vehicle-mounted equipment and the CBTC vehicle-mounted equipment through buses and is used for sending a vehicle control right switching request to the CBTC vehicle-mounted equipment or the CTCS vehicle-mounted equipment; when the control right is switched from the CTCS vehicle-mounted equipment to the CBTC vehicle-mounted equipment, hiding a CTCS interface and displaying a CBTC interface; when the control right is switched from the CBTC vehicle-mounted equipment to the CTCS vehicle-mounted equipment, hiding a CBTC interface and displaying a CTCS interface;

The CTCS communication module is used for analyzing communication data with the CTCS vehicle-mounted equipment and providing the communication data to the CTCS display core module;

the CBTC communication module is used for analyzing communication data with the CBTC vehicle-mounted equipment and providing the communication data to the CBTC display core module;

the CTCS/CBTC interface switching management module is used for switching interface display according to the control right switching, and displaying a CTCS interface according to a CTCS display specification when the CTCS vehicle-mounted equipment controls; and when the CBTC vehicle-mounted equipment controls the vehicle, displaying a CBTC interface according to the CBTC display specification.

Specifically, the CTCS/CBTC screen-combined man-machine interface DMI establishes communication connection with CTCS vehicle-mounted equipment and CBTC vehicle-mounted equipment through a bus at the same time. The screen-combining DMI comprises a CTCS communication module, analyzes communication data with the CTCS vehicle-mounted equipment and provides the communication data for the CTCS display core module. The screen-combined DMI comprises a CBTC communication module, analyzes communication data with CBTC vehicle-mounted equipment and provides the communication data for the CBTC display core module. The CTCS/CBTC interface switching and displaying module of the screen-closing DMI determines an interface display mode according to the current vehicle control grade, and when the CTCS vehicle-mounted equipment controls the vehicle, the CTCS interface is displayed according to the CTCS display specification; and when the CBTC vehicle-mounted equipment controls the vehicle, displaying a CBTC interface according to the CBTC display specification. When the control right is switched from the CTCS vehicle-mounted equipment to the CBTC vehicle-mounted equipment, the screen-combination DMI conceals the CTCS interface and displays the CBTC interface; when the control right is switched from the CBTC vehicle-mounted equipment to the CTCS vehicle-mounted equipment, the screen-combination DMI conceals the CBTC interface and displays the CTCS interface.

FIG. 5 is a schematic flow chart of a no-stop overline operation from a CTCS jurisdiction to a CBTC jurisdiction, in accordance with an embodiment of the present invention. Referring to FIG. 5, in a train crossing run from a CTCS jurisdiction to a CBTC jurisdiction:

if the CBTC allowable speed of the switching point is lower than the current CTCS allowable speed, before the switching point is reached, the CTCS vehicle-mounted equipment takes the switching point and the CBTC allowable speed as a target point and a target speed respectively, and controls the vehicle to run at a reduced speed; after passing the switching point, the CTCS vehicle-mounted equipment transfers the control right to the CBTC vehicle-mounted equipment, and monitors the train operation by taking the CBTC allowable speed as the train allowable speed;

if the CBTC allowable speed of the switching point is higher than the current CTCS allowable speed, before the switching point is reached, the CTCS vehicle-mounted equipment control vehicle passes through the switching point at the current CTCS allowable speed; after passing the switching point, in the process that the CTCS vehicle-mounted equipment transfers the vehicle control right to the CBTC vehicle-mounted equipment, the CTCS vehicle-mounted equipment continues to control the vehicle to run at the speed allowed by the CTCS; and after the control right is handed over, the CBTC vehicle-mounted equipment monitors the train to continue running by taking the CBTC allowable speed as the allowable speed of the train.

Specifically, in order to realize automatic switching without stopping, a switching transition area is arranged on the ground, and when entering a CBTC area from a CTCS-2 area, a CBTC wireless connection point, a CBTC wireless call point, a switching advance notice point and a switching execution point are sequentially arranged in the switching transition area.

Currently, the vehicle is controlled by the CTCS vehicle-mounted equipment, and the DMI displays an interface according to CTCS specifications;

when the front end of the train passes over the CBTC wireless connection point, the CBTC vehicle-mounted equipment is connected with a wireless network according to transponder information and registers;

when the front end of the train passes over the CBTC wireless call point, the CBTC vehicle-mounted equipment calls the zone control equipment ZC of the front zone according to the transponder information, and obtains line data of the CBTC zone from the ZC;

the train passes through the switching forecast point, and the CTCS vehicle-mounted equipment sends switching forecast information to the CBTC vehicle-mounted equipment, wherein the switching forecast information comprises the position of the switching point;

the CBTC vehicle-mounted equipment receives the switching forecast information, calculates the allowable speed of the switching point based on the received information such as line data and the like, and sends the CBTC system allowable speed of the switching point to the CTCS vehicle-mounted equipment (the CBTC system allowable speed of the switching point is lower than the current CTCS system allowable speed);

the CTCS vehicle-mounted equipment takes the switching point as a target point, takes the CBTC system allowable speed of the switching point as a target speed, controls the train, and ensures that the speed of the train at the switching point does not exceed the CBTC system allowable speed;

The train passes through the switching execution point, the CTCS vehicle-mounted equipment sends 'request CBTC control' information to the CBTC vehicle-mounted equipment, a timer is started, and if no response information is received within a set time, the process of switching the grade to the CBTC is stopped;

the CBTC vehicle-mounted equipment receives the ' request CBTC vehicle control ' information, checks that the vehicle control condition is met, and replies ' CBTC vehicle control information to the CTCS vehicle-mounted equipment;

the CTCS vehicle-mounted equipment receives the CBTC controlled vehicle information, stops a timer, falls down a vehicle control right relay, cuts off a traction braking interface between the CTCS vehicle-mounted equipment and a vehicle, and connects the traction braking interface between the CBTC vehicle-mounted equipment and the vehicle, and the DMI displays the interface according to the CBTC standard.

The CBTC vehicle-mounted equipment detects the falling state of the vehicle control right relay and starts to take over the vehicle control right.

The DMI displays CBTC control information and requests a driver to confirm for 5 seconds; if not confirmed within 5 seconds, the CBTC system triggers maximum service braking; after the maximum service braking is triggered, a driver confirms the information of CBTC control, and the CBTC automatically relieves the maximum service braking and controls the normal running of the train.

If the CBTC allowable speed of the switching point is lower than the current CTCS-2 allowable speed, before the switching point, the CTCS vehicle-mounted equipment takes the switching point as a target point and takes the CBTC allowable speed as a target speed, and the train is controlled to run at a reduced speed, so that the train speed is ensured to be reduced to the CBTC allowable speed at the switching point; after the switching point, the CTCS vehicle-mounted device transfers the control right to the CBTC vehicle-mounted device, and the CBTC allowable speed is taken as the train allowable speed.

If the CBTC allowable speed of the switching point is higher than the current CTCS-2 allowable speed, before the switching point, the CTCS vehicle-mounted equipment passes through the switching point at the CTCS-2 allowable speed; after the switching point is passed, in the process that the CTCS vehicle-mounted equipment transfers the vehicle control right to the CBTC vehicle-mounted equipment, the CTCS vehicle-mounted equipment continues to control the vehicle to run at the CTCS-2 level allowable speed; after the switching point is passed, the transfer of the control right is completed, and after the CBTC starts controlling the train, the CBTC vehicle-mounted equipment monitors the train to continue running by taking the CBTC allowable speed as the train allowable speed.

FIG. 6 is a schematic flow chart of a cross-line operation from a CBTC jurisdiction to a CTCS jurisdiction without stopping according to an embodiment of the present invention. Referring to FIG. 6, in a train crossing run from a CBTC jurisdiction to a CTCS jurisdiction:

if the CTCS allowable speed of the switching point is lower than the current CBTC allowable speed, before the switching point is reached, the CBTC vehicle-mounted equipment takes the switching point and the CTCS allowable speed as a target point and a target speed respectively, and controls the vehicle to run at a reduced speed; after passing the switching point, the CBTC vehicle-mounted equipment transfers the control right to the CTCS vehicle-mounted equipment, and monitors the running of the train by taking the allowed speed of the CTCS as the allowed speed of the train;

if the CTCS allowable speed of the switching point is higher than the current CBTC allowable speed, before the switching point is reached, the CBTC vehicle-mounted equipment controls the vehicle to pass through the switching point at the current CBTC allowable speed; after passing the switching point, the CBTC vehicle-mounted equipment continues to control the vehicle to run at a CBTC allowable speed in the process of transferring the vehicle control right to the CTCS vehicle-mounted equipment; and after the vehicle control right is handed over, the CTCS vehicle-mounted equipment monitors the continuous running of the train by taking the allowed speed of the CTCS as the allowed speed of the train.

Specifically, in order to realize automatic switching without stopping, a switching area is set on the ground, and when entering a CTCS-2 area from a CBTC area, a CTCS wireless connection point, a CTCS wireless call point, a switching advance notice point and a switching execution point are sequentially set in the switching area.

Currently, the CBTC vehicle-mounted equipment controls the vehicle, and the DMI displays an interface according to the CBTC specification;

when the front end of the train passes over the CTCS wireless connection point, the CTCS vehicle-mounted equipment is connected with the wireless network according to the transponder information and registers;

when the front end of the train passes over the CTCS wireless call point, the CTCS vehicle-mounted equipment calls a temporary speed limiting server TSRS of the front section according to the transponder information, and obtains information such as an operation plan and the like from the TSRS;

the train passes through the switching forecast point, and the CBTC vehicle-mounted equipment sends switching forecast information to the CTCS vehicle-mounted equipment, wherein the switching forecast information comprises the position of the switching point;

the CTCS vehicle-mounted equipment receives the switching forecast information, calculates the allowable speed of the switching point based on the information such as the transponder, the track circuit and the like, and sends the allowable speed of the CTCS system of the switching point to the CBTC vehicle-mounted equipment (the allowable speed of the CTCS system of the switching point is lower than the allowable speed of the current CBTC system);

the CBTC vehicle-mounted equipment takes the switching point as a target point, takes the allowed speed of the CTCS system of the switching point as a target speed, controls the train, and ensures that the speed of the train at the switching point does not exceed the allowed speed of the CTCS system;

The train passes through the switching execution point, the CBTC vehicle-mounted equipment sends 'request CTCS control information' to the CTCS vehicle-mounted equipment, a timer is started, and if no response information is received within a set time, the process of switching the grade to CTCS is stopped;

the CTCS vehicle-mounted equipment receives the information of 'requesting CTCS control of the vehicle', checks that the control condition is met, and replies the information of 'CTCS receiving the controlled vehicle' to the CBTC vehicle-mounted equipment;

the CBTC vehicle-mounted equipment receives the information of 'CTCS connected controlled vehicle', stops a timer, sucks up a 'control right relay', cuts off a traction braking interface of the CBTC vehicle-mounted equipment and a vehicle, connects the traction braking interface of the CTCS vehicle-mounted equipment and the vehicle, and the DMI displays the interface according to CTCS specifications.

The CTCS vehicle-mounted equipment detects the suction state of the vehicle control right relay and starts to take over the vehicle control right.

The DMI displays the information of CTCS control, and requests the driver to confirm for 5 seconds; if not confirmed within 5 seconds, the CTCS system triggers maximum service braking; after the maximum service braking is triggered, a driver confirms the information of 'CTCS control of the train', and the CTCS automatically relieves the maximum service braking and controls the normal running of the train.

If the CTCS-2 level allowable speed of the switching point is lower than the current CBTC allowable speed, before the switching point, the CBTC vehicle-mounted equipment takes the switching point as a target point and takes the CTCS-2 level allowable speed as a target speed, and the train is controlled to run at a reduced speed, so that the train speed is ensured to be reduced to the CTCS-2 level allowable speed at the switching point; after the switching point, the CBTC vehicle-mounted device transfers the control right to the CTCS vehicle-mounted device, and the CTCS-2 grade allowable speed is used as the allowable speed of the train.

If the CTCS-2 class allowable speed of the switching point is higher than the current CBTC allowable speed, before the switching point, the CBTC vehicle-mounted equipment passes the switching point at the CBTC allowable speed; after the switching point is passed, in the process that the CBTC vehicle-mounted equipment transfers the vehicle control right to the CTCS vehicle-mounted equipment, the CBTC vehicle-mounted equipment continues to control the vehicle to run at the CBTC allowable speed; after the switching point is passed, the transfer of the control right is completed, and after the CTCS starts controlling the train, the CTCS vehicle-mounted equipment takes the allowed speed of the CTCS-2 as the allowed speed of the train.

Optionally, the process of transferring the control right from the CTCS on-board device to the CBTC on-board device includes:

the CTCS vehicle-mounted equipment sends request vehicle control information to the CBTC vehicle-mounted equipment, a timer is started, and if no response information is received within a set time, the process of switching the grade to the CBTC is stopped;

when the CBTC vehicle-mounted equipment receives the request vehicle control information, checking that the vehicle control condition is met, and connecting the controlled vehicle information back to the CTCS vehicle-mounted equipment; checking that the vehicle control condition is not met, and replying refusing vehicle control information to the CTCS vehicle-mounted equipment;

when the CTCS vehicle-mounted equipment receives the controlled vehicle information, stopping the timer, and dropping the control right relay to cut off the traction braking interface of the CTCS vehicle-mounted equipment and the vehicle and connect the traction braking interface of the CBTC vehicle-mounted equipment and the train; the CBTC vehicle-mounted equipment detects that the control right relay is in a falling state, starts to take over control right, controls safe running of the train, and displays the common human-computer interface according to CBTC standards;

And the CTCS vehicle-mounted equipment receives the refusing control information, stops the timer and stops the process of switching the grade to the CBTC.

Specifically, in the parking state, the driver can switch the control right through operating the DMI, and the specific process of switching from the CTCS-2 grade to the CBTC grade is as follows:

clicking a grade key on the DMI by a driver, and entering a grade selection interface;

in the grade selection interface, a driver presses a CBTC grade key, and the DMI sends a request for switching to the CBTC grade to the CTCS vehicle-mounted equipment;

the CTCS vehicle-mounted equipment sends a 'request CBTC control vehicle' message to the CBTC vehicle-mounted equipment, a timer is started, and if no response message is received within a set time, the process of switching the grade to CBTC is stopped;

the CTCS vehicle-mounted equipment receives the CBTC controlled vehicle information, stops a timer, falls down a vehicle control right relay, cuts off a traction braking interface of the CTCS vehicle-mounted equipment and a vehicle, and connects the CBTC vehicle-mounted equipment and the traction braking interface of the vehicle.

The CBTC vehicle-mounted equipment detects the falling state of a 'car control right relay', starts to take over the car control right, controls the safe running of the train, and the DMI displays an interface according to the CBTC specification.

Optionally, the process of transferring the control right from the CBTC vehicle-mounted device to the CTCS vehicle-mounted device includes:

the CBTC vehicle-mounted equipment sends request vehicle control information to the CTCS vehicle-mounted equipment, a timer is started, and if no response information is received within a set time, the process of switching the grade to the CTCS is stopped;

the CTCS vehicle-mounted equipment receives the request vehicle control information, checks that the vehicle control condition is met, and connects the controlled vehicle information back to the CBTC vehicle-mounted equipment; checking that the vehicle control condition is not met, and replying refusing vehicle control information to the CBTC vehicle-mounted equipment;

when the CBTC vehicle-mounted equipment receives the controlled vehicle information, stopping a timer, sucking a vehicle control right relay to cut off a traction braking interface of the CBTC vehicle-mounted equipment and the vehicle, and connecting the traction braking interface of the CTCS vehicle-mounted equipment and the vehicle; the CTCS vehicle-mounted equipment detection control right relay is in a suction state, starts to take over control right, controls safe running of the train, and performs interface display according to CTCS specifications;

and the CBTC vehicle-mounted equipment receives the refusing control information, stops the timer and stops the grade switching process to the CTCS.

Specifically, in the parking state, the driver can switch the control right through operating the DMI, and the specific process of switching from the CBTC grade to the CTCS-2 grade is as follows:

in the grade selection interface, a driver presses a CTCS grade key, and the DMI sends a request for switching to the CTCS grade to CBTC vehicle-mounted equipment;

the CBTC vehicle-mounted equipment sends a 'request CTCS control vehicle' message to the CTCS vehicle-mounted equipment, starts a timer, and stops the process of switching the grade to the CTCS if no response message is received within a specified time;

the CBTC vehicle-mounted equipment receives the information of 'CTCS connected controlled vehicle', stops a timer, sucks up a 'vehicle control right relay', cuts off a traction braking interface of the CBTC vehicle-mounted equipment and a vehicle, and connects the traction braking interface of the CTCS vehicle-mounted equipment and the vehicle.

The CTCS vehicle-mounted equipment detects the suction state of a vehicle control right relay, starts to take over the vehicle control right, controls the safe running of the train, and the DMI displays an interface according to CTCS specifications.

Fig. 7 is a block diagram of a common speed sensor according to an embodiment of the present invention. Referring to fig. 7, the common speed sensor includes a first channel, a second channel, a third channel, and a fourth channel;

The first channel and the second channel are both in communication connection with the CTCS vehicle-mounted equipment and are used for providing speed transmission data for the CTCS vehicle-mounted equipment; and the third channel and the fourth channel are both in communication connection with the CBTC vehicle-mounted equipment and are used for providing speed transmission data for the CBTC vehicle-mounted equipment.

Specifically, each end of the train is provided with 3 four-channel speed sensors, and 1 channel and 2 channels of each speed sensor provide speed transmission data for the CTCS vehicle-mounted equipment so that the CTCS vehicle-mounted equipment can realize the speed and distance measuring function. And 3 channels and 4 channels of each speed sensor provide speed transmission data for the CBTC vehicle-mounted equipment, so that the CBTC vehicle-mounted equipment can realize the speed and distance measuring function.

Fig. 8 is a block diagram of a common antenna and related devices according to an embodiment of the present invention. Referring to fig. 8, the related apparatus includes a splitter, a combiner, and a TAU, and the common antenna includes a first antenna and a second antenna;

the signal of the first antenna is separated into a GPRS signal and a red network LTE signal through the splitter, the GPRS signal is provided for CTCS vehicle-mounted equipment for use, and the red network LTE signal is provided for a combiner;

the blue-network LTE signal of the second antenna is provided for the combiner, and the combiner combines the red-network LTE signal and the blue-network LTE signal to obtain an LTE signal and provides the LTE signal for TAU equipment;

And the TAU equipment provides the LTE signal for the CTCS vehicle-mounted equipment and the CBTC vehicle-mounted equipment.

Specifically, each end of the train is provided with 2 roof antennas, signals of the antennas 1 are separated into GPRS signals and LTE signals through a splitter, and the GPRS signals are used by CTCS vehicle-mounted equipment. The LTE signal of the antenna 1 is a red network signal, the LTE signal of the antenna 2 is a basketball network signal, the two paths of LTE signals are transmitted to the TRU through the combiner, and the TRU provides the LTE signals for the CTCS equipment and the CBTC equipment respectively.

Fig. 9 is a block diagram of a configuration of a BTM antenna for a shared transponder transmission unit according to an embodiment of the present invention. Referring to FIG. 9, the system further includes a common BTM antenna, the CTCS vehicle includes a BTM host and a CTCS master control unit, and the CBTC vehicle includes a CBTC master control unit;

the CTCS master control unit obtains BTM data from the BTM antenna through the BTM host and sends the BTM data to the CBTC master control unit; the BTM data includes a transponder message and lobe information, the lobe information including a transponder lobe start time and a transponder lobe end time;

the CBTC master control unit calculates the position of the transponder through the lobe information, the position of the train when the BTM data is received, the system time when the BTM data is received and the train speed;

Correspondingly, the CTCS master control unit periodically transmits system time timing information to the CBTC master control unit.

Specifically, the manner in which CTCS on-board devices and CBTC on-board devices share BTM antennas is as follows: the CTCS vehicle-mounted equipment receives the BTM data through the BTM antenna and uses the BTM data by itself, and the CTCS vehicle-mounted equipment sends the BTM data to the CBTC vehicle-mounted equipment through a serial port so as to be used by the CBTC vehicle-mounted equipment. Because the CTCS on-board equipment receives BTM data and then forwards the BTM data to the CBTC on-board equipment, a certain time delay is necessarily caused. In order to support the accurate calculation of the position of BTM data by the CBTC vehicle-mounted equipment and ensure driving safety, the CTCS vehicle-mounted equipment needs to establish a safety protocol with the CBTC vehicle-mounted equipment, and the BTM data of necessary information is forwarded and transmitted, wherein the BTM data comprises BTM messages and lobe data. And the CTCS main control unit periodically transmits timing information to the CBTC main control unit to ensure that the system time of two sets of equipment is kept consistent. When the CTCS master unit forwards BTM data to the CBTC master unit, it must contain, in addition to the transponder message, lobe data such as the start time of the transponder lobe, the end time of the transponder lobe, etc.

The CBTC master control unit calculates the exact transponder location as follows:

Transponder location = train location at which BTM data was received by CBTC- (system time at which BTM data was received by CBTC- (transponder lobe start time + transponder lobe end time)/2) × train speed.

Fig. 10 is a flowchart of a train control method for CTCS and CBTC line-crossing operations according to an embodiment of the present invention, which is optimized and improved on the basis of the above embodiment. As shown in fig. 10, the method includes:

s110, in the CTCS jurisdiction, the CTCS vehicle-mounted equipment acquires line data from CTCS ground train control equipment and runs safely in a CTCS grade control mode; s120, when the train enters the CBTC jurisdiction from the CTCS jurisdiction, the control right is switched to the CBTC vehicle-mounted equipment by the CTCS vehicle-mounted equipment, and the train is maintained to run;

s130, in the CBTC jurisdiction, the CBTC vehicle-mounted equipment acquires line data from the CBTC ground train control equipment to realize safe operation of CBTC grade train control.

According to the embodiment of the invention, the CTCS vehicle-mounted equipment and the CBTC vehicle-mounted equipment are deployed on the train, the CTCS ground equipment and the CBTC ground equipment are matched to realize the running of the train without stopping the train, and the traction braking interfaces of the CTCS vehicle-mounted equipment and the CBTC vehicle-mounted equipment as well as the train are connected or disconnected through the working states of the train control right relay, so that only one set of traction braking interfaces of the vehicle-mounted equipment and the train are connected at the same time, the condition that the two sets of equipment simultaneously output commands to control the train is avoided, the system confusion is caused, and the running stability of the train is improved.

Fig. 11 is a flowchart of a train control method for CTCS and CBTC line-crossing operations according to an embodiment of the present invention, which is optimized and improved on the basis of the above embodiment. As shown in fig. 11, the method includes:

s210, in a CBTC jurisdiction, the CBTC vehicle-mounted equipment acquires line data from CBTC ground train control equipment to safely operate with CBTC grade train control;

s220, when the train enters the CTCS jurisdiction from the CBTC jurisdiction, the control right is switched to the CTCS vehicle-mounted equipment by the CBTC vehicle-mounted equipment, and the train is maintained to run;

s230, in the CTCS jurisdiction, the CTCS vehicle-mounted equipment acquires line data from the CTCS ground train control equipment and runs safely with CTCS grade control.

Claims

1. The train control system for the cross-line operation of the CTCS and the CBTC is characterized by comprising CTCS vehicle-mounted equipment, CBTC vehicle-mounted equipment, CTCS ground train control equipment and CBTC ground train control equipment; the CTCS vehicle-mounted equipment and the CBTC vehicle-mounted equipment are arranged on the same train, and the CTCS ground train control equipment and the CBTC ground train control equipment are respectively deployed in a CTCS jurisdiction and a CBTC jurisdiction;

2. The system of claim 1, wherein the system further comprises a controller configured to control the controller,

the train control right relay sucks up and connects the CTCS vehicle-mounted equipment and the train traction braking interface;

and the train control right relay is connected with the CBTC vehicle-mounted equipment and the train traction braking interface in a falling mode.

3. The system of claim 1, wherein when there is no overlap between the CBTC jurisdiction and the CTCS jurisdiction, at the CTCS jurisdiction and CBTC jurisdiction boundary:

4. The system of claim 1, further comprising a on screen human-machine interface comprising a CTCS/CBTC interface switch management module, a CTCS display core module, a CTCS communication module, a CBTC display core module, and a CBTC communication module;

5. The system of claim 1, wherein in a train crossing from CTCS jurisdiction to CBTC jurisdiction:

6. The system of claim 1, wherein in a train crossing from a CBTC jurisdiction to a CTCS jurisdiction:

7. The system of claim 2, wherein the process of the CTCS on-board device handing over control rights to the CBTC on-board device comprises:

8. The system of claim 2, wherein the process of the CBTC vehicle device handing over control rights to the CTCS vehicle device comprises:

9. The system of claim 1, further comprising a common speed sensor comprising a first channel, a second channel, a third channel, and a fourth channel;

the first channel and the second channel are both in communication connection with the CTCS vehicle-mounted equipment and are used for providing speed transmission data for the CTCS vehicle-mounted equipment;

And the third channel and the fourth channel are both in communication connection with the CBTC vehicle-mounted equipment and are used for providing speed transmission data for the CBTC vehicle-mounted equipment.

10. The system of claim 1, wherein the system comprises a common antenna, a splitter, a combiner, and a TAU device, the common antenna comprising a first antenna and a second antenna;

11. The system of claim 1, further comprising a common BTM antenna, wherein the CTCS on-board device comprises a BTM host and a CTCS master unit, and wherein the CBTC on-board device comprises a CBTC master unit;

12. A train control method for CTCS and CBTC line crossing operations, applied to the train control system for CTCS and CBTC line crossing operations according to any one of claims 1 to 11, comprising:

13. A train control method for CTCS and CBTC line crossing operations, applied to the train control system for CTCS and CBTC line crossing operations according to any one of claims 1 to 11, comprising:

When a train enters a CTCS jurisdiction from the CBTC jurisdiction, the control right is switched to the CTCS vehicle-mounted equipment by the CBTC vehicle-mounted equipment, and the train is maintained to run; in the CTCS jurisdiction, the CTCS vehicle-mounted equipment acquires line data from CTCS ground train control equipment and runs safely in CTCS grade control.