EA043073B1 - METHOD FOR PROVIDING TRAIN TRAFFIC ON THE BASIS OF INFORMATION OBTAINED IN THE INTERACTION BETWEEN THEM - Google Patents

Description

The invention relates to the field of security control during signal transmission in railway transport and, in particular, to a method for ensuring the movement of trains based on information obtained from the interaction between them.

State of the art

The main system of the known radio train control system (CBTC) - automatic train safety system (ATP) consists of two parts: a track part and an onboard part. The track section is mainly responsible for collecting information about track devices and trains, determining the possibility of movement for all trains on the line, and sending the movement permit to the onboard part of the automatic train traffic safety system. To perform this function, the track part of the automatic train safety system must maintain information about the location and status of all trains within the control area of the track part of the automatic train traffic safety system and the control area of the adjacent track part of the automatic train traffic safety system. In addition, the track part of the automatic train safety system should additionally support information about the train at the border of the adjacent track part of the automatic train safety system at the border of the current track part of the automatic train safety system to ensure that the train can operate without stopping in the control zones a plurality of track devices of the automatic system for ensuring the safety of train traffic. The track part of the automatic train traffic safety system performs key functions and has a relatively large control area, and therefore imposes strict requirements for safe operation. Therefore, the simplification of the design of the track part of the automatic train safety system is carried out as far as possible to reduce the likelihood that the track part of the automatic train safety system will not work correctly, while the simplification of the design is an important direction for the design and development of the radio train control system. The main functions of the track part of the automatic train safety system are information support for trains and determining the possibility of movement not only require a large number of numerical calculations, but also require the support of complex interfaces between adjacent track parts of the automatic train safety system. If such functions are intended to be determined by the onboard part of the automatic train safety system, then the numerical design function of the track part of the automatic train safety system and the interface between the track part of the automatic train safety system is completely eliminated, so that the complexity of the structure of the entire radio train control system can be greatly simplified.

In the method of ensuring the movement of trains based on the interaction between vehicles, the possibility of realizing the movement of trains is determined by direct information interaction between trains, including such modes of operation as tracking the movement of trains and approaching each other. The track part of the automatic train safety system is responsible only for maintaining information about the movement of trains in real time and providing this information to the onboard part of the automatic train safety system.

Disclosure of the essence of the invention

The present invention provides a re-identification method based on the merging model with some changes in scope to overcome the shortcomings of the prior art.

The task can be carried out by means of the present invention.

The method for ensuring the movement of trains based on the interaction between vehicles includes the following steps:

stage 1: receiving by the train information about the current task from the automatic train monitoring system (ATS);

stage 2: receiving by the train of information about the existing distribution of resources from the resource control center on the railway tracks;

step 3: the train determines the position of the first train in front of its movement, based on the received information about the distribution of resources;

step 4: sending a position request by the train to the first train in front of it, based on the operational task, and receiving a response to the position request of another train;

step 5: the train determines the permission to move the train based on the train information sent by the first train ahead in the direction of travel; and step 6: a train requesting a corresponding track resource from the track resource control center based on the train task and the traffic permission state which is determined by the train itself.

- 1 043073

Preferably, after the train receives information about the current train task from the automatic train monitoring system (ATS), in step 1, the train determines, based on the current train task, a list of all railroad track resources that the train must sequentially pass.

Preferably, after the train has received information about the available resource allocation from the track resource control center in step 2, the resource allocation information is provided using train orders in the train information module (TIC).

Preferably, the train information module is used to divide a section of a railroad track based on resources, and the information module includes section information without a junction or turnout; a train identifier appearing in one train information module indicates that the track resource manager recognizes that the train is capable of using the resource specified in the information module.

Preferably, if the identifier of only one moving train is available in the train information module (TIC) in step 2, the length of the allowed train movement covers the entire track section corresponding to the entire track section provided by the train information module (TIC).

Preferably, if the identifier of another train is present in the train information module (TIC) in step 3, the moving train determines the identifier of the first train ahead of it in the direction of travel, based on the direction of travel of the moving train and the order of the train identifiers in the train information module ( the train identifiers in the train information module are arranged in a consistent order, e.g. along the direction of travel of the railway track).

Preferably, the train determines the expected train envelope curve (ETE) based on the task information being performed, determines the guaranteed train envelope curve (GTE) based on the current operating state of the train in step 4, and the expected train envelope curve (ETE) and the guaranteed train envelope curve (GTE) is used to respond to traffic clearance reports on other train traffic clearance requests.

Preferably, in step 4, the moving train generates, based on the expected train envelope, a traffic permission request to be sent to the train ahead of it, the request including information about the expected moving train envelope.

Preferably, in step 5, the moving train determines the ability of the train to move based on the movement permission request and the movement permission report, which are sent to the train moving ahead in the direction of travel, and generate a movement permission report used to respond to the other train's permission request. .

Preferably, in step 6, the train determines from other modules of train information based on the current location of the authorized movement and the comparison of the operating tasks of the trains to submit a request and generate an application resource request to send to the resource control center.

Compared with the prior art, the present invention has the following advantages.

1. In the present method, the function of determining the movement permission in the device of the existing radio system for monitoring the movement of trains is changed to determination using the onboard part of the automatic system for ensuring the safety of train traffic by directly calculating the information interaction of vehicles with each other to replace the centralized determination method using the track part an automatic system for ensuring the safety of train traffic in a radio system for monitoring train traffic known from the prior art.

2. The present invention simplifies the structure of the track of the automatic train safety system, and completely eliminates the numerical calculation module of the track and the interface between adjacent tracks of the automatic train safety system.

3. The on-board part of the automatic train safety system of the present invention achieves train tracking, track resource contention and coordination, and the operation of trains approaching each other with higher efficiency through mechanism-based communication between vehicles. request/confirmation.

Brief description of the drawings

Fig. 1 is a diagram of information interaction between the resource control center (the track part of the automatic train traffic safety system) and the onboard part of the automatic train traffic safety system;

Fig. 2 is a diagram of the principle of calculating the expected enveloping curve of the train and the guaranteed enveloping curve of the train;

fig. 3 - diagram of the competition for the resources of the railway track using the onboard part of the automatic system for ensuring the safety of train traffic when the trains move towards each other, where 11 is the expected envelope curve of train 1, 21 is the guaranteed envelope curve

- 2 043073 train 1, 31 - permission to move train 1, 12 - expected envelope curve of train 2, 22 - guaranteed envelope curve of train 2 and 32 - permission to move train 2;

fig. 4 is a diagram of the principle of operation during the movement of trains and when they move towards each other based on the request/confirmation mechanism;

fig. 5 is a flow diagram of a method for providing train traffic based on interaction between vehicles in accordance with the present invention.

Information confirming the possibility of carrying out the invention

The technical solution in the embodiments of the present invention is clearly and fully described below. Obviously, the described embodiments are not exhaustive. Based on the embodiments of the present invention, all other embodiments obtained by experts in the art without making creative contributions, fall within the scope of legal protection of the present invention.

The ground vehicle/vehicle-to-vehicle communication structure of a radio train control system based on vehicle-to-vehicle interaction is shown in FIG. 1. There is no information exchange in the system between resource management centers (track parts of the automatic train traffic safety system). The on-board part of the automatic train safety system should determine the control area of the resource control center in which the train is currently located based on the direction of travel, location and speed information of the train, and send a request for rail track resources to the resource control center in which the train is currently located, as well as to the resource control center that the train should enter. After receiving the train sequence information from the resource control center, the train determines the train in its direction of travel, based on the information it requested on its route, the train requests permission to move from the train ahead of its route based on the permission request movement and accordingly determines the possibility of movement after receiving a report on the permission to move sent by the train.

When carrying out information interaction with another train, the train first needs to obtain information about which trains it needs to interact with. This information is provided by the track part of the automatic train safety system (resource control center), transmitted to the onboard part of the automatic train safety system, and presented using the sequence of trains on the track segment (presentation is performed using the train information module). Based on this sequence, the onboard part of the automatic train safety system can determine the identification information of the nearest train in the direction of travel from another train. The on-board part of the automatic train safety system determines the permission to move by directly requesting train information from the ahead train in the required direction. In addition to the basic information about the movement of trains (location, speed and direction of movement), the information that a train must exchange must additionally include the expected train curve envelope (ETE) and the guaranteed train curve envelope (GTE).

As shown in FIG. 2, the train sets the guaranteed train envelope, the expected train envelope, and the train movement permission based on the current rail track resource allocation state, the train sequence information, and the train operation state. The train envelope curve is calculated by the train based on the train operation task, and the envelope curve ranges from the least safe rear end, where the train takes into account the maximum rollback distance, to the far end of the next leg, according to the train information module that the train expects to enter. The starting point of the guaranteed train envelope is the same as the expected train envelope. The end point of the guaranteed train envelope curve is obtained by increasing the maximum location of the safe front of the train by a distance in the direction of travel of the train. This distance is the farthest distance a train can travel from the current moment when the train starts to respond to the brake command from the onboard part of the automatic train safety system to the moment when the train comes to a complete stop, and is calculated according to the following function:

^d = f(tp^ v _r a _t , a _s , where t ₁ is the time of traction movement of the train, t ₂ is the time of train braking, v _t is the current speed of the train, am is the maximum acceleration of the train, as is the equivalent acceleration of the train by maximum slope, ae - acceleration with guaranteed emergency braking of the train (negative value).

The basic principle of the calculation is that after the onboard part issues a braking command, the train goes through the following three stages:

- 3 043073 termination of the traction force: at the acceleration stage, the train still has traction;

implementation of braking: when moving by inertia, the traction force no longer acts, but the train is under the action of acceleration of an equivalent slope; and emergency braking: the process by which a train is brought to a halt by a guaranteed emergency braking acceleration.

The distances in the above three stages are calculated separately as follows:

d ₂ \u003d (y _t + (a _t + a _s ) tft ₂ + -a /

0 ² -(vt+(at+ ^)^ + ^^) ² s =------------------------ ³ 2(ae + U

Thus, the distance that the guaranteed envelope curve of the train must extend from the maximum position of the front of the train to the direction of travel of the train is equal to

In the situation depicted in Fig. 5, in step 1 and step 2, the train separately obtains from the automatic train monitoring system and the track resource management center the comprehensive information necessary to determine the travel permit, and the comprehensive information includes the task of the moving train and the sequence of trains of the railway line being used. In step 3, the train determines the ID of the first train ahead of its path based on the moving train sequence information sent by the resource control center.

In step 4, the onboard part of the automatic train safety system determines the expected train envelope curve based on the operational task of the train, and if the identifier determined in the previous step and related to the first train ahead in the direction of travel is valid, then the onboard part of the automatic system The train safety authority must send information about the expected train curve to the train in front with a traffic clearance request, and the traffic clearance should not be extended until a response is received from the train in front. In addition to the location and direction information, the train's expected envelope curve information should further include an identifier of the time (indicated by the headboard main period count) when the train sends the information and the priority of the train's operation. When receiving the expected envelope curve of a train sent by another train, the onboard part must first determine if the priority of the train sending the expected envelope curve is higher than the priority of the current train, and if the priority of the train sending the expected envelope curve is higher than the priority of the current train , then the end point of the expected envelope curve must be the limit point for determining the permission to move the current train. If the end point of the expected train envelope falls within the range of the current train's guaranteed train envelope, then the current train must apply an emergency brake. If the end point of the expected train envelope is below the end point of the current train's guaranteed train envelope, then the end point of the guaranteed train envelope sent by the current train using the train clearance report shall be extended to the end point of the expected train envelope. If the current train detects that the priority of the requesting train is lower than that of the current train, then the train's guaranteed envelope curve in the return train's traffic clearance report shall be set to an invalid value.

In step 5, after receiving the train clearance report returned by the downstream train, the onboard part first determines the timeliness of the train clearance report, and if the time identifier included in the train clearance report is not less than the time of the identifier the moment the current train initiates a train permission request, the current train must use the guaranteed train envelope curve in the train permission report and determine the train permission.

Fig. 3 - a scheme of competition for the resources of the railway track of the onboard part when trains move towards each other. In the scenario shown, it is assumed that train 2 has a relatively high traffic priority, but train 1's movement permission first propagates to the train 2 information module and reaches switch 2. Train 1 starts to request the resource control center for switch 2 resource. However, because turnout 2 has been allocated by the resource control center to train 2 in the opposite direction, train 1 cannot get permission to use turnout 2. Once the permission for train 2 to reach turnout 2, train 2 starts to continue requesting the next resource track in the direction of train 2, i.e. the train 2 information module. Train 2 extends the expected train 2 envelope to the remote end of the module

- 4 043073 information about train 2 and sends the expected envelope curve of train 1 with a train permission request. Upon receiving a traffic clearance request, train 1 determines that the traffic clearance location requested by train 2 matches the legal traffic currently used by train 1, but has not entered train 1's guaranteed envelope curve. Thus, train 1 actively revokes the clearance to train 1 movement to the train 1 information module end point (ensure that the train 1 movement permit does not overlap the oncoming train's expected envelope curve), sends the location of the guaranteed movement permit to train 2 as the permitted movement location with the train movement approval report after recall and actively cancels turnout 1 and train information module 2 from the resource control center. After the successive cancellation of turnout switch 1, the resource control center can continue to process train 2's request for turnout 1 resource. the function of preferential passage through the turnout area. For safety reasons, when a low-priority train (train 1) processes a request for permission to move an oncoming train, if the low-priority train detects that the location of the movement permission requested by the oncoming train has entered the range of the train's guaranteed envelope curve, the headboard guides the tail of the guaranteed envelope curve of that train as a guaranteed traffic permit when returning a train traffic permit report. For example, if a broken link point appears in the guaranteed envelope curve, causing a train permission to be revoked, the train cannot cancel the resource based on the revoked traffic permission to prevent a conflict caused by reallocating the resource to another train.

Fig. 4 - a scenario in which trains move towards each other with a turn. Train 2 is assumed to have a relatively high operating priority. Train 1 and train 2 turn around in front of each other while moving. Because the two service end points (SSPs) SSP 1 and SSP 2 are relatively close, if the trains turn back at the same time, the track resources that the trains must use and negotiate overlap and overlap, resulting in contention. In this case, the trains themselves must coordinate the use of rail transport track resources. In the drawing, train 2 first applies for the resource of the train information module 2, and the train 2 movement permission is extended to the train information module 2, so that train 2 can be ensured that the train 2 stops exactly at the location of the service end point 2. When train 1 also requests the train information module resource 2, train 1 detects that train 1 is not the only train in the train information module 2 based on the train sequence information sent by the resource control center to train 1 and there is another train (i.e. train 2 ) downstream of train 1. Before renew the permission for train 1, train 1 must first send a train permission request packet to train 2 in order to obtain information about the movement of train 2. After receiving the permission request for train 1, train 2 determines, that the priority of train 1 is relatively low. In this case, train 2 does not revoke train 2's permission, but sets the resource constraint location (i.e., the tail end of train 2's expected envelope curve, which is also the tail end of train 2's permission to move) as the guaranteed permission to move, and sends the guaranteed traffic permit to train 1 using the train clearance report.After receiving the guaranteed traffic permit, train 1 can extend the traffic permit of train 1 to the location of the guaranteed traffic permit in the train information module 2. After train 2 is error-free and stops reliably, train 2 sets the train 2's move permission to be invalid, and then cancels the expected train envelope curve.In this case, when a new move permission request sent by train 1 is received, train 2 uses the tail end of the canceled expected train curve envelope as the guaranteed and sends the guaranteed traffic permit to train 1 so that train 1 can further extend the train 1 traffic permit so that train 1 can stop exactly at service endpoint 1.

All that is mentioned above is only an example of a specific implementation of the present invention and does not limit the scope of the claimed legal protection, any person skilled in the art can make changes by equivalent features and additions within the technical essence of the present invention disclosed in the description, while all changes fall within the scope of the claimed legal protection. The scope of protection of the present invention is determined by the scope of the claims.

Claims (7)

1. A method for ensuring the movement of trains based on information obtained from the interaction between them, including the following steps: in step 1, the train (1) receives information about the current task from the automatic train monitoring system (ATS); in step 2, the train (1) receives information about the existing distribution of resources of the railroad tracks and the sequence of train movement from the resource control center on the railroad tracks; at step 3 determine in the train (1) the position of the train (2), which is ahead along the path of the train (1), based on the received information about the distribution of resources of the railway tracks; at step 4, the train (1) sends a request to the train (2) in front of its path about its location and permission for the movement of the train (2), which is determined on the basis of the operational task and the location data of the train (2); in step 5, the moving train (2) determines whether the train (2) can move based on the received traffic permission request from the train (1) and the train (1) generated traffic permission report, which are sent to the train (2); and in step 6, the train (2) determines, based on the comparison of the operational tasks of the trains and the traffic authorization report received from the train (1), to generate a request for applying for a railroad resource, which is sent to the railroad resource control center. 2. A method for ensuring the movement of trains based on information obtained during the interaction between them, according to claim 1, characterized in that after the train (1) receives information about the current task of the train from the automatic train monitoring system (ATS) at stage 1, the train ( 1) determines, based on the current task of the train, a list of all resources of the railway tracks that the train (1) must sequentially pass. 3. The method of ensuring the movement of trains based on the information obtained during the interaction between them, according to claim 1, characterized in that after the train (1) receives information about the existing distribution of resources of the railway tracks from the resource management center on the railway tracks at stage 2, information about The allocation of rail track resources is provided by the train information module (TIC) in the form of train order. 4. The method of ensuring the movement of trains based on information obtained from the interaction between them, according to claim 3, characterized in that the train information module is used to separate the section of the railway track based on the resources of the railway tracks, while the information module includes information about the section without fork or railroad switch; a train identifier appearing in one train information module indicates that the rail resource manager recognizes that the train is capable of using the rail resource specified in the information module. 5. The method of ensuring the movement of trains based on information obtained from the interaction between them, according to claim 4, characterized in that if the identifier of only one moving train is in the train information module (TIC) in step 2, the length of the allowed train movement covers the entire track section corresponding to the entire track section provided by the train information module (TIC). 6. The method of ensuring the movement of trains based on information obtained from the interaction between them, according to claim 4, characterized in that if the identifier of another train is in the train information module (TIC) in step 3, the moving train (1) determines the train identifier (2) ahead in the direction of travel, based on the direction of movement of the moving train (1) and the order of the train identifiers in the train information module. 7. The method of ensuring the movement of trains based on information obtained from the interaction between them, according to claim 3, characterized in that in step 6, the train (2) determines, based on the current location of the permitted movement and comparison of the operational tasks of trains, the next train information module (TIC) to which train (2) is to request and generates a request to use the rail resource to send to the rail resource control center.