EP3636514A1 - Zugbewegungautorisierungssteuerungsverfahren - Google Patents

Zugbewegungautorisierungssteuerungsverfahren Download PDF

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Publication number
EP3636514A1
EP3636514A1 EP18869040.8A EP18869040A EP3636514A1 EP 3636514 A1 EP3636514 A1 EP 3636514A1 EP 18869040 A EP18869040 A EP 18869040A EP 3636514 A1 EP3636514 A1 EP 3636514A1
Authority
EP
European Patent Office
Prior art keywords
train
message
cem
emergency stop
stop point
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
EP18869040.8A
Other languages
English (en)
French (fr)
Other versions
EP3636514A4 (de
Inventor
Ming Jiang
Xingtao Zhou
Tao Yang
Muqi LIU
Yichuan ZHENG
Jiangfan MA
Xinze ZHANG
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
CRSC Research and Design Institute Group Co Ltd
Original Assignee
CRSC Research and Design Institute Group Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by CRSC Research and Design Institute Group Co Ltd filed Critical CRSC Research and Design Institute Group Co Ltd
Publication of EP3636514A1 publication Critical patent/EP3636514A1/de
Publication of EP3636514A4 publication Critical patent/EP3636514A4/de
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/021—Measuring and recording of train speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0062—On-board target speed calculation or supervision
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
    • B61L23/14—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B61L2027/202—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using European Train Control System [ETCS]

Definitions

  • the present disclosure relates to a technical field of train operation, and more particularly, to a method for performing movement authority control on a train.
  • FIG. 1 is a schematic diagram of the routes after RBC sending movement authority covering a plurality of block sections to the train.
  • the number of block sections or routes covered by movement authority includes 3 or more (including the block section or the route wherein the train is located).
  • FIG. 2 is a schematic diagram of the RBC sending Shortened Movement Authorization (SMA) to the train.
  • SMA Shortened Movement Authorization
  • the RBC sends shortened movement authorization to the train via Message 3 (movement authority); a message format of M3 is shown in Table 1 below; Table 1 Message 3: movement authority Section serial number Variable/packet Bits Description Value Notes 1 NID_MESSAGE 8 Message identification number 3 2 L_MESSAGE 10 Message length Depends on packet content included 3 T_TRAIN 32 Vehicle device clock Depends on message sending time 4 M_ACK 1 Determiner for confirming a request 1 After the message is received, confirmation must be returned 5 NID_LRBG 24 Identification number of the last relevant balise group NID_LRBG in a latest train position report 6 CTCS-Class 3 movement authority Packet 15 7 Link Information Optional Packet 5 8 Slope curve Optional Packet 21 9 Static speed curve Optional Packet 27 10 Configuration parameters Optional Packet 3 11 Class conversion commands Optional Packet 41 12 Setting temporary speed limit Optional Packet 65 13 Line condition Optional Packet 68 14 Guidance/ Setting of a
  • the train After receiving the SMA, the train shall take corresponding safety measures (for example, emergency brake), and return a confirmation message to the RBC; the confirmation message is Message 146 shown in Table 2 below.
  • Table 2 Message 146 Section serial number Variable/packet Bits Description Value Notes 1 NID_MESSAGE 8 Message identification number 146 2 L_MESSAGE 10 Message length 14 3 T_TRAIN 32 Vehicle device clock Depends on message sending time 4 NID_ENGINE 24 CTCS identification number of a vehicle device Depends on configuration parameters of the vehicle device 5 T_TRAIN 32 Vehicle device clock Depends on a timestamp of a message confirmed Timestamp included in the message being confirmed
  • the RBC After receiving the confirmation message from the train, the RBC believes that the train has accepted the SMA, and that the train has taken appropriate safety measures (for example, emergency brake).
  • appropriate safety measures for example, emergency brake
  • a disadvantage of the solution in the above-described prior art that the RBC sends the SMA scheme to the train is that: when running, the train sends a position report based on the balise to the RBC (Message M136), and the RBC locates a specific position of the train on the line according to the received position information.
  • the train sends the position information to the RBC at preset intervals, which is once every few seconds in a case where radio connection between the train and the RBC is normal; while in a case where radio connection is delayed or interrupted, the RBC receives two pieces of position information at longer intervals.
  • the position information of the train received by the RBC is hopping; a distance for the train position to hop is proportional to a train's operation speed; that is to say, the higher the train's operation speed, the greater the distance for the train position to hop.
  • the distance for the train position to hop is proportional to a position information sending interval, that is, the longer the sending interval, the greater the distance for the train position to hop.
  • FIG. 3 is a schematic diagram of relationship between the train position hop and occupancy; the train sends a position report to the RBC at "Position 1", and receives movement authority sent by the RBC. Thereafter, the train normally runs forward, sequentially occupies Sections N3->N5 and N5->N7, and sends a position report again to the RBC at "Position 2".
  • a dotted line segment in FIG. 3 indicates the train's movement authority, and a solid line segment indicates the track section occupancy; it is assumed that a track section has a length of Ltrack, the train's running distance within the train position hop time is Lmove, i.e., the train's running distance within the train position hop time is greater than the track section length.
  • the RBC sequentially receives occupancy information of the two sections, and according to Position 1 of the train, sequentially sends the SMA to the train; the SMA's stop points are N3 and N5, and at this time, the train needs to accept the SMA's stop points unconditionally. At this time, when the train has a higher operation speed, the train has passed the stop point of N5, which will cause the train to stop by emergency brake.
  • a reason for the phenomenon is that: a case where the train has a higher operation speed or a greater position report interval is not taken into account. Therefore, application of the SMA strategy may cause a problem that availability is affected by brake for train stopping.
  • Embodiments of the present disclosure provide a method for performing mobile authorization control on a train, to implement effective movement -authority control of the train.
  • a method for performing movement authority control on a train comprising:
  • the sending, by a radio blocking center (RBC), a conditional emergency stop (CEM) message to the train includes: Sending, by the radio blocking center (RBC), the CEM message to the train, if the RBC determines that there is block section occupancy or abnormity occurring within a range of movement authority it sends to the train, the occupied or abnormal block section is not a block section adjacent to the block section where the train is located in a train operation direction.
  • the CEM message includes a NID_LRBG field, a D_EMERGENCYSTOP field, and an M ACK field; a value of the NID LRBG field indicates an identification number of a last relevant balise group in a latest train position report, a value of the D_EMERGENCYSTOP field indicates a distance value between the last relevant balise group (LRBG) and the emergency stop point in the latest train position report, and a value of the M ACK field is 0, which indicates that it is not necessary to return confirmation, after the message is received.
  • NID LRBG field indicates an identification number of a last relevant balise group in a latest train position report
  • a value of the D_EMERGENCYSTOP field indicates a distance value between the last relevant balise group (LRBG) and the emergency stop point in the latest train position report
  • a value of the M ACK field is 0, which indicates that it is not necessary to return confirmation, after the message is received.
  • the acquiring, by the train, position information of an emergency stop point according to the shortened movement authorization information included in the CEM message, after receiving the CEM message includes: Parsing, by the train, the CEM message, after receiving the CEM message, and querying pre-stored position planning information in the last relevant balise group (LRBG) according to an identification number of the last relevant balise group (LRBG) in the NID_LRBG field in the CEM message, acquiring the position information of the last relevant balise group (LRBG), acquiring the distance value between the last relevant balise group (LRBG) and the emergency stop point according to the D_EMERGENCYSTOP field, and adding the distance value to the position information of the last relevant balise group (LRBG), to obtain the position information of the emergency stop point.
  • the judging, by the train, whether or not the current position of the train has passed the position of the emergency stop point, and judging whether or not to execute the CEM message according to the judgement result includes: Acquiring, by the train, the current position of the train through the positioning system, acquiring a minimum safe front-end position of the train according to the current position of the train, and judging whether or not a minimum safe front-end value of the train has passed the position of the emergency stop point, and if so, ignoring, by the train, the CEM message; otherwise, accepting, by the train, the CEM message, and stopping normally when a subsequent train runs to the position of the emergency stop point.
  • the ignoring, by the train, the CEM message includes: Sending, by the train, Message M147 to the RBC, a value of the Q_EMERGENCYSTOP field in Message M147 being set to 1, and the ignoring, by the train, the CEM message, which indicates that the occupancy is occupancy by the train itself; after receiving Message M147, continuing to control, by the RBC, the train according to movement authorization before sending the CEM message.
  • the accepting, by the train, the CEM message, and stopping normally when a subsequent train runs to the position of the emergency stop point includes: Sending, by the train, Message M147 to the RBC, the value of the Q_EMERGENCYSTOP field in Message M147 being set to 0, accepting, by the train, the CEM, and stopping normally when a subsequent train runs to the position of the emergency stop point.
  • the train After the train receives the CEM message, it is judged whether or not the current position of the train passes the position of the emergency stop point, and it is judged whether or not to execute the CEM message according to the judgement result, which may avoid a situation that the train stops by emergency brake, in a case where the train has a higher running speed or a greater position report interval.
  • Step S410 sending, by an RBC, a conditional emergency stop (CEM) message carrying shortened movement authorization information to the train.
  • CEM conditional emergency stop
  • the RBC judges there is block section occupancy or abnormity occurring within a range of movement authority it sends to the train, and the occupied or abnormal block section is not a block section adjacent to the block section where the train is located in a train operation direction, i.e., not a next block section of the block section where the train is located in the train operation direction, but a second or subsequent block section of the block section in the train operation direction, then the RBC sends the CEM message with shortened movement authorization information to the train.
  • NID_MESSAGE Message identification number 15 2 L_MESSAGE 10 Message length 13 3 T_TRAIN 32 Vehicle device clock Depends on message sending time 4 M_ACK 1 Determiner for confirming a request 0 Not necessary to return confirmation, after the message is received 5 NID_LRBG 10 + 14 Identification number of the last relevant balise group NID_LRBG in a latest train position report 6 NID_EM 4 Emergency message identification number 1 ⁇ 15 Identification number of emergency stop message 7 Q_SCALE 2 Distance scale determiner 1 (lm) 8 Q_DIR 2 Validity direction of data transmission 1 (Valid in a forward direction) 9 D_EMERGENCYSTOP 15 Distance from LRBG to the emergency stop point Distance from LRBG to the emergency stop point
  • a value of the NID_LRBG field indicates an identification number of a last relevant balise group in a latest train position report
  • a value of the D_EMERGENCYSTOP field indicates a distance value between a last relevant balise group (LRBG) and the emergency stop point in the latest train position report
  • a value of the M ACK field is 0, which indicates that it is not necessary to return confirmation, after the message is received.
  • a starting point of the block section occupied within the range of movement authority is just the emergency stop point.
  • Step S420 in a case where the train has a higher running speed or a greater position report interval, receiving, by the train, the CEM message, and judging whether or not to accept the CEM message according to its own position information, so as to avoid a case where the train stops by emergency brake.
  • the train parses the CEM message, queries pre-stored position planning information in the last relevant balise group (LRBG) according to the identification number of the last relevant balise group (LRBG) in the NID_LRBG field in the CEM message, acquires the position information of the last relevant balise group (LRBG), acquires the distance value between the last relevant balise group (LRBG) and the emergency stop point according to the D_EMERGENCYSTOP field, and adds the distance value to the position information of the last relevant balise group (LRBG), to obtain the position information of the emergency stop point.
  • LRBG position planning information in the last relevant balise group
  • Step S430 acquiring, by the train, the current position of the train through the positioning system, acquiring a minimum safe front-end position of the train according to the current position of the train, judging whether or not the minimum safe front-end of the train has passed the position of the emergency stop point, and if so, executing step S450; otherwise, executing step S440.
  • the minimum safe front-end of the train refers to an actual position calculated by the train according to speed and distance ranging devices or radar, and other devices, added by an under-reading error of a confidence range of a speed ranging point.
  • Step S440 sending, by the train, Message M147 to the RBC, when it is judged that the minimum safe front-end of the train has not passed the position of the emergency stop point, the value of the Q_EMERGENCYSTOP field in Message M147 being set to 0, i.e., accepting, by the train, the CEM message, and stopping normally when a subsequent train runs to the position of the emergency stop point.
  • the RBC After receiving the above-described Message M147, the RBC shortens movement authorization of the train to the emergency stop point of CEM.
  • a format of the above-described Message M147 is as follows: Section serial number Variable/packet Bits Description Value Notes 1 NID_MESSAGE 8 Message identification number 147 2 L_MESSAGE 10 Message length Depends on packet content included 3 T_TRAIN 32 Vehicle device clock Depends on message sending time 4 NID_ENGINE 24 CTCS identification number of a vehicle device Depends on configuration parameters of the vehicle device 5 NID_EM 4 Emergency message identification number 0 ⁇ 15 Identification number of emergency message confirmed 6 Q_EMERGENCYSTOP 2 Determiner of emergency stop confirmation 0 (conditional emergency stop accepted) 1 (conditional emergency stop ignored) 2(unconditional emergency stop accepted) 3 (standby) The determiner indicates whether or not the minimum safe front-end of the train has passed the position of the emergency stop point, when the emergency stop message is received. 7 Packet 0 or 1
  • Step S450 sending, by the train, Message M147 to the RBC, when it is judged that the minimum safe front-end of the train has passed the position of the emergency stop point, the value of the Q_EMERGENCYSTOP field in Message M147 being set to 1, i.e., ignoring, by the train, the CEM message, which indicates that the occupancy is occupancy by the train itself.
  • the RBC After receiving Message M147, the RBC continues to control the train according to movement authorization before sending the CEM.
  • the RBC sequentially receives occupancy information of two sections, and sequentially sends the CEM message to the train according to Position 1 of the train, the positions of the emergency stop point in the CEM message are respectively N3 and N5. After the train receives emergency, it is judged that the minimum safe front-end of the train has passed the position of the emergency stop point according to the current position of the train, so that the CEM message is ignored.
  • the CEM message may still be used for accomplishing judgement of train occupancy check; however, use of the SMA strategy will result in train emergency brake.
  • the train After the train receives the CEM message, it is judged whether or not the current position of the train passes the position of the emergency stop point, and it is judged whether or not to execute the CEM message according to the judgement result, which may avoid a situation that the train stops by emergency brake, in a case where the train has a higher running speed or a greater position report interval.
  • the present disclosure may be implemented by means of software plus a necessary universal hardware platform. Based on such understanding, the technical solutions of the present disclosure may essentially or a part thereof that contributes to the prior art may be embodied in a form of a software product, the computer software product may be stored in a storage medium, such as, ROM/RAM, a diskette, an optical discand the like, including instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the methods as described in various embodiments or portions of the embodiments of the present disclosure.
  • a computer device which may be a personal computer, a server, or a network device, etc.
  • Respective embodiments in the present specification are described in a progressive manner, same or similar parts among the respective embodiments may be referred to each other; each embodiment focuses on difference from other embodiments.
  • description thereof is relatively simple, and for the related parts, description of the parts of the method embodiment may be referred to.
  • the device and system embodiments as described above are only schematic, wherein the units described as separate parts may or may not be physically separated, and the part displayed as a unit may or may not be a physical unit, i.e., it may be located in one place, or it may be distributed to a plurality of network units. According to actual needs, some or all of the modules may be selected to achieve the objective of the solution of this embodiment. Those ordinarily skilled in the art can understand and implement without inventive effort.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP18869040.8A 2017-10-20 2018-05-08 Zugbewegungautorisierungssteuerungsverfahren Ceased EP3636514A4 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201710983669.0A CN107914739B (zh) 2017-10-20 2017-10-20 对列车进行移动授权控制的方法
PCT/CN2018/085945 WO2019076031A1 (zh) 2017-10-20 2018-05-08 对列车进行移动授权控制的方法

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EP3636514A1 true EP3636514A1 (de) 2020-04-15
EP3636514A4 EP3636514A4 (de) 2020-08-12

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CN107914739B (zh) * 2017-10-20 2019-07-26 北京全路通信信号研究设计院集团有限公司 对列车进行移动授权控制的方法
CN109278805B (zh) * 2018-09-28 2020-03-20 湖南中车时代通信信号有限公司 一种针对地面有条件紧急消息的安全处理方法
CN110329322B (zh) * 2019-08-07 2021-10-15 湖南中车时代通信信号有限公司 一种协作缩短行车许可的安全处理方法
CN112046551B (zh) * 2020-09-07 2022-08-19 合肥工大高科信息科技股份有限公司 一种基于井下cbtc系统的无人驾驶机车系统及追踪方法
CN114524002B (zh) * 2022-01-21 2024-01-19 北京全路通信信号研究设计院集团有限公司 用于移动闭塞的列车位置包络计算方法、装置及系统
CN114506367B (zh) * 2022-04-13 2022-08-09 北京全路通信信号研究设计院集团有限公司 一种中间站综合管控方法、系统
CN115257863B (zh) * 2022-07-20 2023-08-04 青岛海信微联信号有限公司 一种列车控制方法和设备
CN115180004B (zh) * 2022-09-13 2023-03-17 卡斯柯信号(北京)有限公司 一种无线闭塞系统的测试方法及装置
CN115848461B (zh) * 2023-01-29 2023-09-15 北京全路通信信号研究设计院集团有限公司 一种无线闭塞中心及其控制列车闯入防护方法
CN115973235B (zh) * 2023-03-21 2023-08-01 卡斯柯信号(北京)有限公司 一种列车筛选控制方法及装置

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CN102248958B (zh) * 2011-05-16 2013-09-25 北京全路通信信号研究设计院有限公司 基于无线闭塞中心的铁路列车安全监控处理方法
WO2012167437A1 (zh) * 2011-06-10 2012-12-13 华为技术有限公司 列车安全防护方法、设备及系统
CN102510823B (zh) * 2011-11-17 2014-07-16 华为技术有限公司 列车控制方法、设备和系统
JP6771381B2 (ja) * 2013-08-26 2020-10-21 西安石▲雲▼交通▲設▼▲備▼有限公司 ホームより長い列車及び編成システム
EP3061666B1 (de) * 2015-02-24 2020-07-22 ALSTOM Transport Technologies Signalisierungssystem für ein schienennetz und verfahren für die vollständige überwachung eines zuges, die durch solch ein signalisierungssystem realisiert wird
CN107914739B (zh) * 2017-10-20 2019-07-26 北京全路通信信号研究设计院集团有限公司 对列车进行移动授权控制的方法

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CN107914739A (zh) 2018-04-17
CN107914739B (zh) 2019-07-26
EP3636514A4 (de) 2020-08-12

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