WO2017067509A1 - 不同编组长度的列车混合运行的控制方法及cbtc系统 - Google Patents

不同编组长度的列车混合运行的控制方法及cbtc系统 Download PDF

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Publication number
WO2017067509A1
WO2017067509A1 PCT/CN2016/102892 CN2016102892W WO2017067509A1 WO 2017067509 A1 WO2017067509 A1 WO 2017067509A1 CN 2016102892 W CN2016102892 W CN 2016102892W WO 2017067509 A1 WO2017067509 A1 WO 2017067509A1
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Prior art keywords
train
length
screening
cbtc
vehicles
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PCT/CN2016/102892
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English (en)
French (fr)
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任颖
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湖南中车时代通信信号有限公司
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Application filed by 湖南中车时代通信信号有限公司 filed Critical 湖南中车时代通信信号有限公司
Priority to BR112018007781-0A priority Critical patent/BR112018007781B1/pt
Priority to US15/769,000 priority patent/US10399585B2/en
Priority to DE112016004373.2T priority patent/DE112016004373B4/de
Priority to MYPI2018701508A priority patent/MY192279A/en
Publication of WO2017067509A1 publication Critical patent/WO2017067509A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • 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
    • B61L23/34—Control, warning or like safety means along the route or between vehicles or trains for indicating the distance between vehicles or trains by the transmission of signals therebetween
    • 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
    • B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
    • 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
    • B61L27/10—Operations, e.g. scheduling or time tables
    • 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
    • B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
    • 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
    • B61L27/40—Handling position reports or trackside vehicle data
    • 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
    • B61L2027/204—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using Communication-based Train Control [CBTC]

Definitions

  • the invention relates to the technical field of control, in particular to a control method for a mixed operation of trains of different group lengths and a CBTC system.
  • the CBTC system (Communication Based Train Control System) is running. Health.
  • the CBTC system is based on the two-way wireless communication technology between the vehicle and the ground and the mobile occlusion control principle.
  • the control system for the train safety protection is used to replace the track circuit as a medium to realize the train operation control, which is more and more widely used in cities.
  • the safety of trains in rail transit is protected.
  • the CBTC system needs to identify the length of the train entering the CBTC control area, and confirm that no other vehicles (such as track maintenance vehicles) are hidden in the safety distance before/after the train, in order to provide the mobile authorization to the train, that is, to send the train to the train. Accurately calculated information such as safe running direction and safe running distance.
  • the existing CBTC system usually sets the switching rail at the boundary of the CBTC control area (for example, the outgoing line and the tie line with other lines), and sets the trackside CBTC device beside the switching rail, passing the trackside CBTC device.
  • the embodiment of the invention provides a control method for a mixed operation of trains of different group lengths and a CBTC system, which can provide mobile authorization to the train in time and fast, and can support mixed operation of trains of different marshalling lengths.
  • the embodiment of the present invention provides the following technical solutions:
  • a control method for mixed operation of trains of different group lengths comprising:
  • the setting method of the screening area comprises:
  • the screening area is adjacent to the CBTC area, and at least one of the screening areas is disposed Screening segments respectively matching the at least one group length, and the starting point of each screening segment is a counterclockwise head adjacent to the screening region and the CBTC region.
  • the judging whether there are other vehicles ahead of the running direction of the train according to the preset screening area includes:
  • the determining the group length of the train according to the screening area comprises:
  • the determining whether there are other vehicles behind the running direction of the train according to the group length of the train and the screening area comprises:
  • a screening section matching the grouping length of the train is determined in the screening area, and a train rear section is set behind the determined screening section;
  • the length of the rear section of the train is equal to the length of the minimum running train;
  • a train automatic control CBTC system based on wireless communication comprising:
  • a first judging module configured to determine, according to a screening area preset by the setting module, whether there is another vehicle ahead of the running direction of the train before the train runs into the wireless communication-based train automatic control CBTC area;
  • a determining module configured to determine a group length of the train according to the screening area when there is no other vehicle in front of a running direction of the train;
  • a second determining module configured to determine, according to the group length of the train and the screening area, whether there is another vehicle behind the running direction of the train, and when there is no other vehicle behind the running direction of the train, The train provides a mobile authorization.
  • the setting module comprises:
  • a determining unit configured to determine at least one group length allowed for the running line of the train and a minimum allowed running train length
  • a setting unit configured to set the screening area in the running line according to the at least one group length and the minimum running train length; the screening area is adjacent to the CBTC area, and the screening area At least one screening segment respectively matching the at least one group length is disposed, and a starting point of each screening segment is a counterclockwise head adjacent to the screening region and the CBTC region.
  • the first determining module comprises:
  • a calculating unit configured to receive a head position transmitted by the onboard CBTC device of the train, and calculate a distance between the head position and the axle counting head;
  • a first determining unit configured to determine a front of the CBTC region adjacent to the screening area when a distance between the front head position and the axle counting head is less than or equal to the minimum running train length Whether there are other vehicles in the section; if there are other vehicles in the front section of the train, there are other vehicles ahead of the running direction of the train, otherwise there are no other vehicles ahead of the running direction of the train.
  • the determining module comprises:
  • a receiving unit configured to receive group length information sent by the onboard CBTC device of the train
  • a collecting unit configured to collect segment length information of a screening segment that matches a length of the train after the train completely enters the screening area
  • a matching unit configured to determine whether the group length information matches the segment length information, and if the group length information matches the segment length, determining the train grouping according to the grouping length information length.
  • the second determining module includes:
  • a setting unit configured to determine, in the screening area, a screening section matching the grouping length of the train after the train completely enters the screening area, and set a rear of the determined screening section a rear section of the train; the length of the rear section of the train is equal to the length of the minimum running train;
  • a second determining unit configured to determine whether there are other vehicles in the rear section of the train; if there are other vehicles in the rear section of the train, there are other vehicles behind the running direction of the train, otherwise the train There are no other vehicles behind the direction of travel.
  • the CBTC system determines whether there are other vehicles ahead of the running direction of the train according to a preset screening area before the train runs into the automatic communication control CBTC area of the wireless communication; there is no other in front of the running direction of the train In the vehicle, determining a group length of the train according to the screening area; determining whether there is another vehicle behind the running direction of the train according to the group length of the train and the screening area, and in a running direction of the train When there is no other vehicle behind the rear, the train is provided with a mobile authorization.
  • the technical solution provided by the present application can determine whether there are other vehicles in front of the train running direction through the set screening area before the trains of different group lengths enter the CBTC area, and determine the train group length through the screening area, and then Judging whether there are other vehicles behind the train running direction, it can provide mobile authorization to the train in time and quickly, and can support the mixed operation of trains of different marshalling lengths, which can broaden the application range of the CBTC system.
  • FIG. 1 is a schematic flow chart of an embodiment of a control method for hybrid operation of trains of different group lengths according to the present invention
  • FIG. 2 is a schematic diagram of a screening area set in an embodiment of the present application.
  • FIG. 3 is a schematic flow chart of another embodiment of a control method for mixed operation of trains of different group lengths according to the present invention.
  • FIG. 4 is a schematic flow chart of still another embodiment of a control method for hybrid operation of trains of different group lengths according to the present invention.
  • FIG. 5 is a schematic flow chart of still another embodiment of a method for controlling mixed operation of trains of different group lengths according to the present invention.
  • FIG. 6 is a schematic structural diagram of a CBTC system for automatic train control based on wireless communication according to the present invention
  • FIG. 7 is a schematic structural diagram of another automatic communication control CBTC system based on wireless communication provided by the present invention.
  • CBTC Communication Based Train Control
  • communication-based train control system based on large-capacity, continuous two-way communication of vehicle and land information and train positioning and control technology to achieve train speed control.
  • the automatic train automatic control system is constructed by a train active positioning technology and a continuous vehicle-ground two-way data communication technology which are independent of the track-side train occupancy detecting device, and an on-board and ground processor capable of performing safety functions.
  • An accident is an event that is undesired, unpredictable, that can result in death, injury, or damage to property. This is a dynamic process that begins with a hazard activity, a series of events throughout the system, and an unpredictable event in a certain order.
  • Front of train operation For the train running direction, if the train passes point A before point B, then B is called the front of the operation of A.
  • Mobile authorization The permission of the train to enter and drive in a specific area.
  • the mobile authorization should consider various dangerous point information in front of the train operation, and ensure that the normal movement of the train within the authorized range is not restricted.
  • the end of the mobile authorization should not cross dangerous points.
  • the counting axis is also called the microcomputer counting axis. It is the installation equipment on the railway stations at both ends of the railway.
  • the closed-loop sensor installed on the rail is used to supervise the number of train wheels. After passing through the indoor computer system and door detection, the station will be used.
  • the wheel logarithm is sent to the other station by using a semi-automatic device. After the train arrives at the other station, the other station receives the same automatic opening range when the number of rounds is the same as that of the station. In other words, it is a railway signal device capable of detecting passing wheels. Can replace many common track circuits.
  • a counting head (or a detection point) is mounted at each end of the track section.
  • each segment has a computer-implemented electronic counter associated with the detection points at each end of the segment.
  • a detection point consists of two independent sensors that detect the direction of travel of the train by the order in which each sensor is passed.
  • the counter of the segment is incremented as each wheel pair passes the start detection point of the track segment.
  • the counter of the zone is decremented as the train passes the same end detection point.
  • Train formation The number of trains is the number of trains, that is, the number of trains in a subway train.
  • FIG. 1 is a schematic flow chart of an embodiment of a control method for hybrid operation of trains of different group lengths according to the present invention.
  • a control method for a mixed operation of trains of different group lengths includes the following steps:
  • the setting method of the screening area may include: determining at least one group length allowed by the running line of the train and a minimum allowed running train length; according to the at least one group length and The minimum running train length, the screening area is set in the running line; the screening area is adjacent to the CBTC area, and at least one of the screening area is respectively provided with the at least one group length
  • the matching screening segments wherein the starting point of each screening segment is a recalculating head adjacent to the CBTC region, and the position of the recalculating head at the end is set according to the corresponding group length.
  • FIG. 2 is a schematic diagram of a screening area set in the embodiment of the present application:
  • the length of the conversion rail or tie line can be the largest group length in the line.
  • the setting is based on the degree, for example, the length of the conversion track or the tie line can be set to the length of the screening area, that is, the length of the largest screening section in the screening area;
  • a plurality of corresponding fixed screening sections are respectively set (for example, if there are two groups of trains in the line, two types of screening sections are set).
  • the plurality of screening sections have the same starting point as the switching track/contact line and the CBTC area boundary counting head, and the position of the counting head at the end point is set according to the corresponding group length (for example, the conversion track or the tie line can be set to the maximum grouping)
  • the length corresponding to the screening section );
  • the setting of all the screening sections is set with the screening area (conversion rail/contact line) and the CBTC area boundary counting head (AC5 axle counting head) as the same starting point, and the filtering sections are respectively set:
  • group A screening section as shown in Fig. 2 (T4 section), the length of the section is set with a length of 3 sections (60 meters);
  • group B screening section as shown in Fig. 2 (T2+T3+T4 section), the length of the section is set with a length of 6 sections (120 meters);
  • whether there are other vehicles in front of the running direction of the train may be determined according to the axle counting head in the screening area.
  • CBTC does not provide mobile authorization to the train;
  • S300 determining whether there is another vehicle behind the running direction of the train according to the group length of the train and the screening area, and providing movement for the train when there is no other vehicle behind the running direction of the train Authorization.
  • the section behind the axle counting head corresponding to the train tail position in the screening area may be used (belonging to the group length of the train)
  • the screening section is used to determine whether there are other vehicles behind the running direction of the train.
  • the CBTC does not provide the train.
  • the control method for the mixed operation of the trains of different group lengths determines whether the forward direction of the running direction of the train is determined according to a preset screening area before the train runs into the automatic communication control CBTC area based on wireless communication. There are other vehicles; when there are no other vehicles in front of the running direction of the train, determining a marshalling length of the train according to the screening area; determining the running of the train according to the marshalling length of the train and the screening area Whether there are other vehicles behind the direction, and when there are no other vehicles behind the running direction of the train, the train is provided with a mobile authorization.
  • the technical solution provided by the present application can determine whether there are other vehicles in front of the train running direction through the set screening area before the trains of different group lengths enter the CBTC area, and determine the train group length through the screening area, and then Judging whether there are other vehicles behind the train running direction, it can provide mobile authorization to the train in time and quickly, and can support the mixed operation of trains of different marshalling lengths, which can broaden the application range of the CBTC system.
  • FIG. 3 is a schematic flow chart of another embodiment of a control method for hybrid operation of trains of different group lengths according to the present invention.
  • control method for the mixed operation of trains of different group lengths provided by the embodiments of the present application is based on the foregoing embodiment, and whether there is other in front of the running direction of the train according to the preset screening area.
  • vehicle the following steps are included:
  • S101 Receive a head position sent by the onboard CBTC device of the train, and calculate a distance between the head position and the axle counting head;
  • S102 determining, when the distance between the front position and the axle counting head is less than or equal to the minimum running train length, determining whether the front section of the CBTC area adjacent to the screening area exists Other vehicles;
  • pre-screening processing the pre-screening process needs to ensure that there is no hiding in the front of the train in the running direction of the train. vehicle.
  • the first axle counting section in the CBTC area (the counting section, that is, the counting section which is the starting point of the switching rail/contact line and the CBTC area boundary counting head) is used as the counting section.
  • Front section of the train (T5 section);
  • the distance between the front position and the axle counting head When the distance between the front position and the axle counting head is less than or equal to the minimum running train length, the distance between the front position and the axle counting head does not allow the train with the minimum running train length to exist, ie, There is a minimum running train, and there is no other vehicle. If there is no other vehicle in the front section of the CBTC area adjacent to the screening area, the running direction of the train can be considered. There are no other vehicles in front of them.
  • the screening area can determine whether there is a minimum running train allowed by the line before the train enters the CBTC area, and if there are other vehicles in the front section of the train determined by the CBTC, the train can be quickly determined. There are no other vehicles in front, so that whether or not other vehicles in front of the train have on-board CBTC equipment can be detected, which can further improve the safety of train operation control.
  • FIG. 4 is a schematic flow chart of still another embodiment of a method for controlling mixed train operation of different group lengths according to the present invention.
  • control method for the mixed operation of the trains of different groups of lengths includes the following steps when determining the group length of the train according to the screening area:
  • S201 Receive group length information sent by the onboard CBTC device of the train;
  • the length information of the screening section corresponding to the axle head corresponding to the tail position is collected.
  • S203 Determine whether the group length information matches the segment length information, and if the group length information matches the segment length, determine a group length of the train according to the group length information.
  • the length of the train when determining the length of the train, may be directly obtained from the on-board CBTC device, or the area of the screening section that is matched by the length of the train collected by the screening area may be directly directly obtained.
  • the segment length information is used as the marshalling length of the train.
  • the embodiment of the present application preferably uses the segment length information of the screening segment matched by the length of the train collected by the screening area as the group length of the train.
  • the embodiment of the present application can also determine the accuracy of the group length stored in the in-vehicle CBTC device.
  • the trackside CBTC device can obtain the head/tail position or train group length information reported by the onboard CBTC device, and then the head distance between the head and the boundary is less than the set value according to the head and the boundary (the specific set value is based on the top of the train coupler in the project) After setting the distance value of the wheel pair), after determining that the train completely enters the screening area, the track length information of the track section CBTC equipment and the collected screening section matching the length of the train, that is, the train length of the train is occupied. By comparing the length information of the screening area, it is possible to determine the accuracy of the head/tail position or train group length information reported by the onboard CBTC device.
  • the next step may be entered; if the determination is inconsistent, the The section length information of the screening section that matches the length of the train provides the mobile authorization to the train, or does not provide the mobile authorization to the train, or issues an indication message to the train to alert the in-vehicle CBTC device that the code length information stored is inaccurate.
  • the technical solution provided by the embodiment of the present application can determine the length of the train by the screening area, and then determine whether the group length information of the train stored in the on-board CBTC device is accurate according to the length of the train determined by the screening area, and can ensure that the collection is based on the collected
  • the information such as the running direction and running distance sent by the train's marshalling length when providing the mobile authorization to the train is consistent with the actual situation, thereby avoiding It can avoid accidents such as train collision or rear-end collision caused by the error information provided by the on-board CBTC equipment, thus reducing safety hazards.
  • FIG. 5 is a schematic flow chart of still another embodiment of a method for controlling mixed train operation of different group lengths according to the present invention.
  • a control method for a mixed operation of trains of different group lengths according to an embodiment of the present application, based on the foregoing embodiment, determining the operation of the train according to the length of the train and the screening area.
  • S301 After the train completely enters the screening area, determine a screening section matching the group length of the train in the screening area, and set a train rear section behind the determined screening section.
  • the length of the rear section of the train is equal to the length of the minimum running train;
  • this step may be referred to as a tail screening process: the tail screening process needs to ensure that there is no hidden vehicle at the tail of the train in the running direction of the train.
  • the tail screening process needs to ensure that there is no hidden vehicle at the tail of the train in the running direction of the train.
  • short groups are set according to the minimum allowable train length (25 meters) of the line at the rear of the screening section corresponding to the short length group (train group A) ( Train formation A) Train rear section (T3 section), avoiding short grouping (train group A) behind the train to allow the minimum length train; the longest length of the marshalling length (train group B) corresponding to the rear of the screening section , belonging to the non-CBTC region, in this case, the segment starting from the first axis counting head in the non-CBTC region (the counting axis, which is the starting point of the switching track/contact line and the non-CBTC region boundary) Section) as a long group (train group B) train rear section (T1 section).
  • Short group (column) at the rear of the screening section corresponding to the shorter length of the marshalling length Vehicle group A
  • the train behind the train does not allow the existence of the train with the minimum running train length, that is, there is no minimum running train, and there will be no other vehicles. It can be considered that there is no other vehicle behind the running direction of the short marshalling train.
  • the long group (train group B) at the rear of the screening section corresponding to the longest length of the marshalling length (train group B) can be considered as the long group (train group B if there are no other vehicles) There are no other vehicles behind the direction of travel of the train.
  • train group A short-running group
  • train group B long group
  • FIG. 6 is a schematic structural diagram of a CBTC system for automatic train control based on wireless communication according to the present invention.
  • the CBTC system provided by the present application includes:
  • Setting module 0 which is used to preset a screening area for the automatic communication control CBTC area of the wireless communication based;
  • the first judging module 1 is configured to judge whether there is another vehicle ahead of the running direction of the train according to a screening area preset by the setting module before the train runs into the CBTC area;
  • a determining module 2 configured to determine a group length of the train according to the screening area when there is no other vehicle in front of the running direction of the train;
  • a second judging module 3 configured to determine, according to the group length of the train and the screening area, whether there is another vehicle behind the running direction of the train, and when there is no other vehicle behind the running direction of the train, A mobile authorization is provided for the train.
  • FIG. 7 is a schematic structural diagram of another automatic communication control CBTC system based on wireless communication provided by the present invention.
  • the CBTC system provided by the present application is based on the above embodiments:
  • the setting module 0 may include:
  • a determining unit 01 configured to determine at least one group length allowed for the running line of the train and a minimum allowed running train length
  • a setting unit 02 configured to set the screening area in the running line according to the at least one group length and the minimum running train length; the screening area is adjacent to the CBTC area, and the screening At least one screening segment respectively matching the at least one group length is disposed in the region, and a starting point of each screening segment is a counterclockwise head adjacent to the screening region and the CBTC region.
  • the first determining module 1 includes:
  • the calculating unit 11 is configured to receive a head position transmitted by the onboard CBTC device of the train, and calculate a distance between the head position and the axle counting head;
  • a first determining unit 12 configured to determine a train adjacent to the screening area in the CBTC area when a distance between the front position and the axle counting head is less than or equal to the minimum running train length Whether there are other vehicles in the front section; if there are other vehicles in the front section of the train, there are other vehicles ahead of the running direction of the train, otherwise there are no other vehicles ahead of the running direction of the train.
  • the determining module 2 includes:
  • the receiving unit 21 is configured to receive the group length information sent by the onboard CBTC device of the train;
  • the collecting unit 22 is configured to collect segment length information of the screening segment that matches the length of the train after the train completely enters the screening area;
  • a matching unit 23 configured to determine whether the group length information matches the segment length information, and if the group length information matches the segment length, determining the train according to the group length information Group length.
  • the second determining module 3 includes:
  • a setting unit 31 configured to determine, in the screening area, a screening section matching the grouping length of the train after the train completely enters the screening area, and set a rear of the determined screening section a train rear section; the length of the train rear section is equal to the minimum running train length;
  • a second determining unit 32 configured to determine whether there are other vehicles in the rear section of the train; If other vehicles are present in the rear section of the train, there are other vehicles behind the running direction of the train, otherwise there are no other vehicles behind the running direction of the train.
  • the wireless communication-based train automatic control CBTC system of the present embodiment may adopt the control method of the train mixing operation of different group lengths in the foregoing method embodiments, and may be used to implement all the technical solutions in the foregoing method embodiments.
  • the function of each of the functional modules may be specifically implemented according to the method in the foregoing method embodiment.
  • For the specific implementation process reference may be made to the related description in the foregoing embodiments, and details are not described herein again.
  • control method for the mixed operation of the trains of different group lengths and the CBTC system determine the train according to the pre-set screening area before the train enters the automatic communication control CBTC area based on the wireless communication. Whether there is another vehicle ahead of the running direction; when there is no other vehicle ahead of the running direction of the train, determining the group length of the train according to the screening area; determining according to the group length of the train and the screening area Whether there are other vehicles behind the running direction of the train, and providing no movement authorization for the train when there are no other vehicles behind the running direction of the train.
  • the technical solution provided by the present application can determine whether there are other vehicles in front of the train running direction through the set screening area before the trains of different group lengths enter the CBTC area, and determine the train group length through the screening area, and then Judging whether there are other vehicles behind the train running direction, it can provide mobile authorization to the train in time and quickly, and can support the mixed operation of trains of different marshalling lengths, which can broaden the application range of the CBTC system.
  • the present invention can support the operational requirements of multi-group train mixing, and adopt a safe screening method at the CBTC regional boundary (ie, the switching rail or the tie line) to ensure that there is no hidden train in front of the train/tail, ensuring safe operation after the train enters the CBTC area.
  • the CBTC regional boundary ie, the switching rail or the tie line
  • the invention can ensure that the trackside CBTC device can quickly provide mobile authorization information to the onboard CBTC device, and prompt the onboard CBTC device to upgrade the control level and the driving mode as soon as possible to meet the large volume and high density operation requirements; Providing a method for comparing the length of the screening section occupied by the axle counting to the trackside CBTC equipment and the length of the grouping of the on-board CBTC report can effectively prevent the safety accident caused by the wrong length or position information provided by the onboard CBTC. Hidden dangers.
  • the steps of a method or algorithm described in connection with the embodiments disclosed herein can be implemented directly in hardware, a software module executed by a processor, or a combination of both.
  • the software module can be placed in random access memory (RAM), memory, read only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or technical field. Any other form of storage medium known.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
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Abstract

一种不同编组长度的列车混合运行的控制方法及CBTC系统，在列车运行进入基于无线通信的列车自动控制CBTC区域之前，根据预先设置的筛选区域判断列车的运行方向的前方是否存在其它车辆（S100）；在列车的运行方向的前方不存在其它车辆时，根据筛选区域确定列车的编组长度（S200）；根据列车的编组长度以及筛选区域判断列车的运行方向的后方是否存在其它车辆，并在列车的运行方向的后方不存在其它车辆时，为列车提供移动授权（S300）。该方案可以通过设置的筛选区域来判断列车前方是否存在其它车辆，并通过筛选区域确定列车的编组长度，然后判断列车后方是否存在其它车辆，既能及时快速地向列车提供移动授权，又能支持不同编组长度列车的混合运行。

Description

不同编组长度的列车混合运行的控制方法及CBTC系统
本申请要求于2015年10月22日提交中国国家知识产权局、申请号为201510691460.8、发明名称为“不同编组长度的列车混合运行的控制方法及CBTC系统”的专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及控制技术领域，尤其涉及一种不同编组长度的列车混合运行的控制方法及CBTC系统。
背景技术
随着通信技术特别是无线电技术飞速发展，以通信技术为基础的列车运行控制系统得到了越来越深入的研究，CBTC系统(Communication Based Train Control System，基于无线通信的列车自动控制系统)应运而生。CBTC系统是基于车-地之间双向无线通信技术和移动闭塞控制原理，实现列车安全防护的控制系统，用以代替轨道电路作为媒体来实现列车的运行控制，越来越广泛地被运用于城市轨道交通的列车安全运行防护中。
CBTC系统需要识别出进入CBTC控制区域的列车的编组长度，同时确认列车前/后的安全距离内没有隐藏其它车辆(例如轨道工程维护车等)，才能向列车提供移动授权，即向列车发送经过准确计算的安全运行方向和安全运行距离等信息。现有的CBTC系统，通常是在CBTC控制区域的边界处(例如出段线和与其他线路的联络线处)设置转换轨，并在转换轨的旁边设置轨旁CBTC设备，通过轨旁CBTC设备接收进入CBTC控制区域的列车的车载CBTC设备报告的信息，然后解析接收的信息来获取列车的编组长度，在确定了列车的编组长度和列车前/后的安全距离内都没有隐藏其它车辆的前提下才会向车载CBTC设备发送移动授权。
但是，由于不同的列车通常会采用6节或8节编组等多种不同的编组长度，所以列车的运行线路需要满足不同编组长度列车的混合运行，而现有的CBTC系统为了及时地向列车提供移动授权，必须快速确定列车编组前/后的安全距离内有没有隐藏其它车辆，所以通常在同一条运行线路上只支持一种固定编组 长度的列车运行，这对不同编组长度列车的混合运行造成了限制。
发明内容
本发明实施例提供了一种不同编组长度的列车混合运行的控制方法及CBTC系统，既能及时快速地向列车提供移动授权，又能支持不同编组长度列车的混合运行。
为解决上述技术问题，本发明实施例提供以下技术方案：
一种不同编组长度的列车混合运行的控制方法，包括：
在列车运行进入基于无线通信的列车自动控制CBTC区域之前，根据预先设置的筛选区域判断所述列车的运行方向的前方是否存在其它车辆；
在所述列车的运行方向的前方不存在其它车辆时，根据所述筛选区域确定所述列车的编组长度；
根据所述列车的编组长度以及所述筛选区域判断所述列车的运行方向的后方是否存在其它车辆，并在所述列车的运行方向的后方不存在其它车辆时，为所述列车提供移动授权。
优选地，所述筛选区域的设置方法包括：
确定所述列车的运行线路所允许的至少一种编组长度和所允许的最小运行列车长度；
根据所述至少一种编组长度和所述最小运行列车长度，在所述运行线路中设置所述筛选区域；所述筛选区域与所述CBTC区域相邻接，所述筛选区域中设置有至少一个分别与所述至少一种编组长度相匹配的筛选区段，且每个筛选区段的起点均为所述筛选区域与所述CBTC区域的邻接处的计轴磁头。
优选地，所述根据预先设置的筛选区域判断所述列车的运行方向的前方是否存在其它车辆，包括：
接收所述列车的车载CBTC设备发送的车头位置，并计算所述车头位置与所述计轴磁头之间的距离；
在所述车头位置与所述计轴磁头之间的距离小于或等于所述最小运行列车长度时，判断所述CBTC区域中与所述筛选区域相邻接的列车前方区段内是否存在其它车辆；
如果所述列车前方区段内存在其它车辆，则所述列车的运行方向的前方存 在其它车辆，否则所述列车的运行方向的前方不存在其它车辆。
优选地，所述根据所述筛选区域确定所述列车的编组长度，包括：
接收所述列车的车载CBTC设备发送的编组长度信息；
在所述列车完全进入所述筛选区域后，采集与所述列车的长度相匹配的筛选区段的区段长度信息；
判断所述编组长度信息是否与所述区段长度信息相匹配，如果所述编组长度信息与所述区段长度相匹配，则根据所述编组长度信息确定所述列车的编组长度。
优选地，所述根据所述列车的编组长度以及所述筛选区域判断所述列车的运行方向的后方是否存在其它车辆，包括：
在所述列车完全进入所述筛选区域后，在所述筛选区域中确定与所述列车的编组长度相匹配的筛选区段，并在确定的筛选区段的后方设定列车后方区段；所述列车后方区段的长度等于所述最小运行列车长度；
判断所述列车后方区段内是否存在其它车辆；
如果所述列车后方区段内存在其它车辆，则所述列车的运行方向的后方存在其它车辆，否则所述列车的运行方向的后方不存在其它车辆。
一种基于无线通信的列车自动控制CBTC系统，包括：
第一判断模块，用于在列车运行进入基于无线通信的列车自动控制CBTC区域之前，根据由设置模块预先设置的筛选区域判断所述列车的运行方向的前方是否存在其它车辆；
确定模块，用于在所述列车的运行方向的前方不存在其它车辆时，根据所述筛选区域确定所述列车的编组长度；
第二判断模块，用于根据所述列车的编组长度以及所述筛选区域判断所述列车的运行方向的后方是否存在其它车辆，并在所述列车的运行方向的后方不存在其它车辆时，为所述列车提供移动授权。
优选地，所述设置模块包括：
确定单元，用于确定所述列车的运行线路所允许的至少一种编组长度和所允许的最小运行列车长度；
设置单元，用于根据所述至少一种编组长度和所述最小运行列车长度，在所述运行线路中设置所述筛选区域；所述筛选区域与所述CBTC区域相邻接，所述筛选区域中设置有至少一个分别与所述至少一种编组长度相匹配的筛选区段，且每个筛选区段的起点均为所述筛选区域与所述CBTC区域的邻接处的计轴磁头。
优选地，所述第一判断模块包括：
计算单元，用于接收所述列车的车载CBTC设备发送的车头位置，并计算所述车头位置与所述计轴磁头之间的距离；
第一判断单元，用于在所述车头位置与所述计轴磁头之间的距离小于或等于所述最小运行列车长度时，判断所述CBTC区域中与所述筛选区域相邻接的列车前方区段内是否存在其它车辆；如果所述列车前方区段内存在其它车辆，则所述列车的运行方向的前方存在其它车辆，否则所述列车的运行方向的前方不存在其它车辆。
优选地，所述确定模块包括：
接收单元，用于接收所述列车的车载CBTC设备发送的编组长度信息；
采集单元，用于在所述列车完全进入所述筛选区域后，采集与所述列车的长度相匹配的筛选区段的区段长度信息；
匹配单元，用于判断所述编组长度信息是否与所述区段长度信息相匹配，如果所述编组长度信息与所述区段长度相匹配，则根据所述编组长度信息确定所述列车的编组长度。
优选地，所述第二判断模块，包括：
设定单元，用于在所述列车完全进入所述筛选区域后，在所述筛选区域中确定与所述列车的编组长度相匹配的筛选区段，并在确定的筛选区段的后方设定列车后方区段；所述列车后方区段的长度等于所述最小运行列车长度；
第二判断单元，用于判断所述列车后方区段内是否存在其它车辆；如果所述列车后方区段内存在其它车辆，则所述列车的运行方向的后方存在其它车辆，否则所述列车的运行方向的后方不存在其它车辆。
由上可见，本申请提供的一种不同编组长度的列车混合运行的控制方法及 CBTC系统，在列车运行进入基于无线通信的列车自动控制CBTC区域之前，根据预先设置的筛选区域判断所述列车的运行方向的前方是否存在其它车辆；在所述列车的运行方向的前方不存在其它车辆时，根据所述筛选区域确定所述列车的编组长度；根据所述列车的编组长度以及所述筛选区域判断所述列车的运行方向的后方是否存在其它车辆，并在所述列车的运行方向的后方不存在其它车辆时，为所述列车提供移动授权。可见，本申请提供的技术方案，在不同编组长度的列车运行进入CBTC区域之前，可以通过设置的筛选区域来判断列车运行方向的前方是否存在其它车辆，并通过筛选区域确定列车的编组长度，然后判断列车运行方向的后方是否存在其它车辆，这样既能及时快速地向列车提供移动授权，又能支持不同编组长度列车的混合运行，可以拓宽CBTC系统的应用范围。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动性的前提下，还可以根据这些附图获得其他的附图。
图1为本发明提供的一种不同编组长度的列车混合运行的控制方法的一个实施例的流程示意图；
图2为本申请实施例设置的筛选区域的示意图；
图3为本发明提供的一种不同编组长度的列车混合运行的控制方法的另一个实施例的流程示意图；
图4为本发明提供的一种不同编组长度的列车混合运行的控制方法的又一个实施例的流程示意图；
图5为本发明提供的一种不同编组长度的列车混合运行的控制方法的再一个实施例的流程示意图；
图6为本发明提供的一种基于无线通信的列车自动控制CBTC系统的结构示意图；
图7为本发明提供的另一种基于无线通信的列车自动控制CBTC系统的结构示意图。
具体实施方式
相关技术术语的名词解释：
CBTC：Communication Based Train Control，基于通信的列车控制系统：基于大容量、连续的车地信息双向通信及列车定位与控制技术，实现列车的速度控制。采用不依赖轨旁列车占用检测设备的列车主动定位技术和连续车-地双向数据通信技术，通过能够执行安全功能的车载和地面处理器而构建的连续式列车自动控制系统。
事故：事故指的是不希望发生、未能预计的能够导致死亡、受伤或者使财产受到损害的事件。这是动态的过程，以一个危害的活动开始，贯穿系统的一系列的事件、以一定的顺序产生不可预期的事件。
列车运行前方：对列车运行方向而言，如果列车在B点之前通过A点，则B就称之为A的运行前方。
列车运行后方：对列车运行方向而言，如果列车在B点之前通过A点，则A就称之为B的运行后方。
占用：当前有列车占用该轨道区段。
退行：列车移动，司机不在头车。
移动授权：列车沿给定的行驶方向进入并在某一特定区域内行车的许可，移动授权应考虑列车运行前方的各种危险点信息，应保证列车在授权范围内的正常移动不受限制，移动授权的末端不应越过危险点。
计轴：计轴又称微机计轴，是铁路两端车站上的装设设备，利用安装在钢轨的闭环传感器监督列车车轮对经过数，经过设在室内的微机系统与门检测后将本站的轮对数利用半自动设备发送至对方站，列车到达对方站后，对方站收到轮对数与发车站的相同时自动开通区间，换言之，是一种能检测通过车轮的铁路信号设备，它能够取代许多的普通轨道电路。
计轴磁头：计数头(或称检测点)安装在轨道区段的每一个端点。同时每个区段有一个由计算机实现的，与区段各端检测点相关的电子计数器。一个检测点有两个独立的传感器组成，检测点借助于每个传感器被经过的次序能检测列车运行方向。当每个轮对驶过轨道区段的始端检测点时该该区段的计数器递增。当列车经过同样的末端检测点时该区段的计数器递减。
列车编组：列车编组为列车节数，即一列地铁车辆的车厢数量。
为使得本发明的发明目的、特征、优点能够更加的明显和易懂，下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而非全部实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
图1为本发明提供的一种不同编组长度的列车混合运行的控制方法的一个实施例的流程示意图。
参照图1所示，本申请实施例提供的不同编组长度的列车混合运行的控制方法，包括如下步骤：
S100：在列车运行进入基于无线通信的列车自动控制CBTC区域之前，根据预先设置的筛选区域判断所述列车的运行方向的前方是否存在其它车辆；
在本申请实施例中，所述筛选区域的设置方法可以包括：确定所述列车的运行线路所允许的至少一种编组长度和所允许的最小运行列车长度；根据所述至少一种编组长度和所述最小运行列车长度，在所述运行线路中设置所述筛选区域；所述筛选区域与所述CBTC区域相邻接，所述筛选区域中设置有至少一个分别与所述至少一种编组长度相匹配的筛选区段，且每个筛选区段的起点均为所述筛选区域与所述CBTC区域的邻接处的计轴磁头，终点处的计轴磁头的位置按照对应的编组长度进行设置。
筛选区域的设置参照图2所示，为本申请实施例设置的筛选区域的示意图：
首先，确定线路上所允许的运行列车的编组长度和最小允许运行列车的最小运行列车长度；其次，按照列车编组长度和线路中的最小运行列车长度在转换轨或联络线处设置固定的筛选区域；然后，按照列车进入CBTC区域的方向，以所述筛选区域与所述CBTC区域的邻接处的计轴磁头为起点，按照不同编组长度的列车长度在筛选区域中设置多个筛选区段。
在设置多个筛选区段时，转换轨或联络线的长度可以以线路中最大编组长 度为依据进行设置，例如可以将转换轨或联络线的长度设置为筛选区域的长度，即筛选区域中的最大筛选区段的长度；
根据线路中所运行列车的多种编组长度，分别设置相对应的多个固定的筛选区段(例如线路中存在2种编组长度的列车，则设置2种长度的筛选区段)。多个筛选区段以转换轨/联络线与CBTC区域边界计轴磁头为同一起点，终点处的计轴磁头的位置按照对应的编组长度进行设置(例如可以将转换轨或联络线设置为最大编组长度对应的筛选区段)；
参照图2所示，假设线路存在两种列车编组方式，为3节编组(或者列车长度为60米)和6节编组(或者列车长度为120米)，同时根据运营需求，线路上允许运行的最小运行列车长度为25米。
所有筛选区段的设置以筛选区域(转换轨/联络线)与CBTC区域边界计轴磁头(AC5计轴磁头)为同一起点进行设置，分别设置筛选区段：
列车编组A筛选区段：如图2所示(T4区段)以3节编组长度(60米)设置该区段的长度；
列车编组B筛选区段：如图2所示(T2+T3+T4区段)以6节编组长度(120米)设置该区段的长度；
S200：在所述列车的运行方向的前方不存在其它车辆时，根据所述筛选区域确定所述列车的编组长度；
在本申请实施例中，可以根据筛选区域中的计轴磁头确定列车的运行方向的前方是否存在其它车辆，在所述列车的运行方向的前方存在其它车辆时，则继续前行会有追尾或碰撞的危险，此时CBTC不向列车提供移动授权；
在所述列车的运行方向的前方不存在其它车辆时，当所述列车的车头位置行进到所述筛选区域与所述CBTC区域的邻接处的计轴磁头时，车尾位置对应的计轴磁头与车头位置的计轴磁头的间距即为列车的编组长度。
S300：根据所述列车的编组长度以及所述筛选区域判断所述列车的运行方向的后方是否存在其它车辆，并在所述列车的运行方向的后方不存在其它车辆时，为所述列车提供移动授权。
在本申请实施例中，列车的编组长度确定后，可以根据所述筛选区域中列车车尾位置对应的计轴磁头的后方的区段(属于比所述列车的编组长度更长的 筛选区段)来判断所述列车的运行方向的后方是否存在其它车辆，在所述列车的运行方向的后方存在其它车辆时，列车倒退会有追尾或碰撞的危险，此时CBTC不向列车提供移动授权。
本申请实施例提供的一种不同编组长度的列车混合运行的控制方法，在列车运行进入基于无线通信的列车自动控制CBTC区域之前，根据预先设置的筛选区域判断所述列车的运行方向的前方是否存在其它车辆；在所述列车的运行方向的前方不存在其它车辆时，根据所述筛选区域确定所述列车的编组长度；根据所述列车的编组长度以及所述筛选区域判断所述列车的运行方向的后方是否存在其它车辆，并在所述列车的运行方向的后方不存在其它车辆时，为所述列车提供移动授权。可见，本申请提供的技术方案，在不同编组长度的列车运行进入CBTC区域之前，可以通过设置的筛选区域来判断列车运行方向的前方是否存在其它车辆，并通过筛选区域确定列车的编组长度，然后判断列车运行方向的后方是否存在其它车辆，这样既能及时快速地向列车提供移动授权，又能支持不同编组长度列车的混合运行，可以拓宽CBTC系统的应用范围。
图3为本发明提供的一种不同编组长度的列车混合运行的控制方法的另一个实施例的流程示意图。
参照图3所示，本申请实施例提供的不同编组长度的列车混合运行的控制方法，在上述实施例的基础上，在根据预先设置的筛选区域判断所述列车的运行方向的前方是否存在其它车辆时，包括如下步骤：
S101：接收所述列车的车载CBTC设备发送的车头位置，并计算所述车头位置与所述计轴磁头之间的距离；
S102：在所述车头位置与所述计轴磁头之间的距离小于或等于所述最小运行列车长度时，判断所述CBTC区域中与所述筛选区域相邻接的列车前方区段内是否存在其它车辆；
S103：如果所述列车前方区段内存在其它车辆，则所述列车的运行方向的前方存在其它车辆，否则所述列车的运行方向的前方不存在其它车辆。
在本申请实施例中，需要确定列车运行方向的前方没有车辆，此步可以称为前筛选处理：前筛选处理需要保证在列车的运行方向上在列车的前部无隐藏 车辆。当已完成定位的列车进入筛选区域，且车载CBTC设备所报告列车头部位置与CBTC区域和筛选区域即转换轨或联络线边界处的计轴磁头之间间距小于线路所允许最小运行列车长度，同时列车前方区段为清空状态(没有列车占用)时，则可以判定列车的运行方向的前方不存在其它车辆，可以进入下一步工作，如列车前方区段存在车辆，将不会向列车提供移动授权。
参照图2所示，在本申请实施例中，以CBTC区域内第一个计轴区段(以筛选区域即转换轨/联络线与CBTC区域边界计轴磁头为起点的计轴区段)作为列车前方区段(T5区段)；
在所述车头位置与所述计轴磁头之间的距离小于或等于所述最小运行列车长度时，车头位置与所述计轴磁头之间的距离不允许最小运行列车长度的列车存在，即不存在最小运行列车，也就不会存在其它车辆，此时如果所述CBTC区域中与所述筛选区域相邻接的列车前方区段内也不存在其它车辆，则可认为所述列车的运行方向的前方不存在其它车辆。
现有技术中，列车前隐藏的其它车辆可能不具备车载CBTC设备，因此其它车辆无法向轨旁CBTC设备报告自身的信息，可能会导致轨旁CBTC设备无法发现列车前隐藏的其它车辆。
而本申请实施例中，通过筛选区域就可以在列车进入CBTC区域之前判断列车前方是否存在线路允许的最小运行列车，再结合CBTC判断的列车前方区段内是否存在其它车辆，即可快速确定列车前有没有其它车辆，这样，无论列车前的其它车辆是否具备车载CBTC设备，均可以被检测出来，可以进一步提高列车运行控制的安全性。
图4为本发明提供的一种不同编组长度的列车混合运行的控制方法的又一个实施例的流程示意图。
参照图4所示，本申请实施例提供的不同编组长度的列车混合运行的控制方法，在上述实施例的基础上，在根据所述筛选区域确定所述列车的编组长度时，包括如下步骤：
S201：接收所述列车的车载CBTC设备发送的编组长度信息；
S202：在所述列车完全进入所述筛选区域后，采集与所述列车的长度相匹 配的筛选区段的区段长度信息；
在这里，在列车的车头位置恰好位于所述筛选区域与所述CBTC区域的邻接处的计轴磁头处时，车尾位置对应的计轴磁头所对应的筛选区段的长度信息，即为采集的与所述列车的长度相匹配的筛选区段的区段长度信息。
S203：判断所述编组长度信息是否与所述区段长度信息相匹配，如果所述编组长度信息与所述区段长度相匹配，则根据所述编组长度信息确定所述列车的编组长度。
在本申请实施例中，在确定列车的编组长度时，可以直接从车载CBTC设备中获取列车的编组长度，也可以直接将由筛选区域采集的与所述列车的长度相匹配的筛选区段的区段长度信息作为列车的编组长度。为了防止车载CBTC设备中存储的编组长度不准确，本申请实施例优选将由筛选区域采集的与所述列车的长度相匹配的筛选区段的区段长度信息作为列车的编组长度。
同时，为了防止车载CBTC设备中存储的编组长度不准确，本申请实施例还可以判定车载CBTC设备中存储的编组长度的准确性。此时，轨旁CBTC设备可以获取车载CBTC设备所报告的车头/尾位置或列车编组长度信息，然后在根据车头与边界计轴磁头间距小于设定值(具体设定值根据工程中列车车钩顶部与轮对的间距值进行设定)判定列车完全进入筛选区域后，轨旁CBTC设备与所采集到的与所述列车的长度相匹配的筛选区段的区段长度信息即列车的编组长度占用的筛选区域的长度信息进行比较，就可以确定车载CBTC设备所报告的车头/尾位置或列车编组长度信息的准确性。
如若判定车载CBTC设备所报告的编组长度信息与所采集的与所述列车的长度相匹配的筛选区段的区段长度信息一致，则可进入下一步工作；如若判定不一致，则可以根据与所述列车的长度相匹配的筛选区段的区段长度信息来向列车提供移动授权，或者不向列车提供移动授权，或者向列车发出指示信息，提醒车载CBTC设备存储的编码长度信息不准确。
本申请实施例提供的技术方案，可以依靠筛选区域确定列车的编组长度，然后根据筛选区域确定的列车的编组长度判断车载CBTC设备中存储的列车的编组长度信息是否准确，可以保证在根据采集的列车的编组长度向列车提供移动授权时发送的运行方向和运行距离等信息与实际情况相符合，从而能够避 免由于车载CBTC设备提供错误信息导致的列车发生碰撞或追尾等事故，降低安全隐患。
图5为本发明提供的一种不同编组长度的列车混合运行的控制方法的再一个实施例的流程示意图。
参照图5所示，本申请实施例提供的不同编组长度的列车混合运行的控制方法，在上述实施例的基础上，在根据所述列车的编组长度以及所述筛选区域判断所述列车的运行方向的后方是否存在其它车辆时，包括如下步骤：
S301：在所述列车完全进入所述筛选区域后，在所述筛选区域中确定与所述列车的编组长度相匹配的筛选区段，并在确定的筛选区段的后方设定列车后方区段；所述列车后方区段的长度等于所述最小运行列车长度；
S302：判断所述列车后方区段内是否存在其它车辆；
S303：如果所述列车后方区段内存在其它车辆，则所述列车的运行方向的后方存在其它车辆，否则所述列车的运行方向的后方不存在其它车辆。
在本申请实施例中，需要确定列车运行方向的后方没有车辆，此步可以称为尾部筛选处理：尾部筛选处理需要保证在列车的运行方向上在列车的尾部无隐藏车辆。当根据车载CBTC设备所报告的信息确认已完成定位的列车完全进入筛选区域，同时列车后方区段为清空状态(没有列车占用)时，则可以判定列车的运行方向的后方不存在其它车辆，可以进入下一步工作，如列车后方区段存在车辆，将不会向列车提供移动授权。
参照图2所示，在本申请实施例中，在长度较短的编组长度(列车编组A)对应的筛选区段的后部，需按照线路的最小允许列车长度(25米)设置短编组(列车编组A)列车后方区段(T3区段)，避免短编组(列车编组A)列车后方隐藏允许最小长度列车；在长度最长的编组长度(列车编组B)对应的筛选区段的后部，属于非CBTC区域，此时可以以非CBTC区域内的第一个计轴磁头为起点的区段(以筛选区域即转换轨/联络线与非CBTC区域边界的计轴磁头为起点的计轴区段)作为长编组(列车编组B)列车后方区段(T1区段)。
在长度较短的编组长度(列车编组A)对应的筛选区段的后部，短编组(列 车编组A)列车后方区段不允许最小运行列车长度的列车存在，即不存在最小运行列车，也就不会存在其它车辆，则可认为所述短编组列车的运行方向的后方不存在其它车辆；在长度最长的编组长度(列车编组B)对应的筛选区段的后部即长编组(列车编组B)列车后方区段如果不存在其它车辆，则可认为所述长编组(列车编组B)列车的运行方向的后方不存在其它车辆。
现有技术中，列车后隐藏的其它车辆可能不具备车载CBTC设备，因此其它车辆无法向轨旁CBTC设备报告自身的信息，可能会导致轨旁CBTC设备无法发现列车后隐藏的其它车辆。
而本申请实施例中，通过筛选区域就可以在列车完全进入筛选区域之后判断短编组(列车编组A)列车后方是否存在线路允许的最小运行列车，或者长编组(列车编组B)列车后方是否存在其它车辆，可以快速确定列车后有没有其它车辆，这样，无论列车后的其它车辆是否具备车载CBTC设备，均可以被检测出来，可以进一步提高列车运行控制的安全性。
图6为本发明提供的一种基于无线通信的列车自动控制CBTC系统的结构示意图。
参照图6所示，本申请提供的CBTC系统，包括：
设置模块0，用于为基于无线通信的列车自动控制CBTC区域预先设置筛选区域；
第一判断模块1，用于在列车运行进入所述CBTC区域之前，根据由设置模块预先设置的筛选区域判断所述列车的运行方向的前方是否存在其它车辆；
确定模块2，用于在所述列车的运行方向的前方不存在其它车辆时，根据所述筛选区域确定所述列车的编组长度；
第二判断模块3，用于根据所述列车的编组长度以及所述筛选区域判断所述列车的运行方向的后方是否存在其它车辆，并在所述列车的运行方向的后方不存在其它车辆时，为所述列车提供移动授权。
图7为本发明提供的另一种基于无线通信的列车自动控制CBTC系统的结构示意图。
参照图7所示，本申请提供的CBTC系统，在上述实施例的基础上：
所述设置模块0可以包括：
确定单元01，用于确定所述列车的运行线路所允许的至少一种编组长度和所允许的最小运行列车长度；
设置单元02，用于根据所述至少一种编组长度和所述最小运行列车长度，在所述运行线路中设置所述筛选区域；所述筛选区域与所述CBTC区域相邻接，所述筛选区域中设置有至少一个分别与所述至少一种编组长度相匹配的筛选区段，且每个筛选区段的起点均为所述筛选区域与所述CBTC区域的邻接处的计轴磁头。
所述第一判断模块1包括：
计算单元11，用于接收所述列车的车载CBTC设备发送的车头位置，并计算所述车头位置与所述计轴磁头之间的距离；
第一判断单元12，用于在所述车头位置与所述计轴磁头之间的距离小于或等于所述最小运行列车长度时，判断所述CBTC区域中与所述筛选区域相邻接的列车前方区段内是否存在其它车辆；如果所述列车前方区段内存在其它车辆，则所述列车的运行方向的前方存在其它车辆，否则所述列车的运行方向的前方不存在其它车辆。
所述确定模块2包括：
接收单元21，用于接收所述列车的车载CBTC设备发送的编组长度信息；
采集单元22，用于在所述列车完全进入所述筛选区域后，采集与所述列车的长度相匹配的筛选区段的区段长度信息；
匹配单元23，用于判断所述编组长度信息是否与所述区段长度信息相匹配，如果所述编组长度信息与所述区段长度相匹配，则根据所述编组长度信息确定所述列车的编组长度。
所述第二判断模块3，包括：
设定单元31，用于在所述列车完全进入所述筛选区域后，在所述筛选区域中确定与所述列车的编组长度相匹配的筛选区段，并在确定的筛选区段的后方设定列车后方区段；所述列车后方区段的长度等于所述最小运行列车长度；
第二判断单元32，用于判断所述列车后方区段内是否存在其它车辆；如 果所述列车后方区段内存在其它车辆，则所述列车的运行方向的后方存在其它车辆，否则所述列车的运行方向的后方不存在其它车辆。
需要说明的是，本实施例的基于无线通信的列车自动控制CBTC系统可以采用上述方法实施例中的不同编组长度的列车混合运行的控制方法，可以用于实现上述方法实施例中的全部技术方案，其各个功能模块的功能可以根据上述方法实施例中的方法具体实现，其具体实现过程可参照上述实施例中的相关描述，此处不再赘述。
由上可见，本申请提供的一种不同编组长度的列车混合运行的控制方法及CBTC系统，在列车运行进入基于无线通信的列车自动控制CBTC区域之前，根据预先设置的筛选区域判断所述列车的运行方向的前方是否存在其它车辆；在所述列车的运行方向的前方不存在其它车辆时，根据所述筛选区域确定所述列车的编组长度；根据所述列车的编组长度以及所述筛选区域判断所述列车的运行方向的后方是否存在其它车辆，并在所述列车的运行方向的后方不存在其它车辆时，为所述列车提供移动授权。可见，本申请提供的技术方案，在不同编组长度的列车运行进入CBTC区域之前，可以通过设置的筛选区域来判断列车运行方向的前方是否存在其它车辆，并通过筛选区域确定列车的编组长度，然后判断列车运行方向的后方是否存在其它车辆，这样既能及时快速地向列车提供移动授权，又能支持不同编组长度列车的混合运行，可以拓宽CBTC系统的应用范围。
而且，本发明可支持多编组列车混运的运营需求，在CBTC区域边界(即转换轨或联络线)采用安全的筛选方法确保列车前/尾部无隐藏列车，确保列车进入CBTC区域后安全的运行；本发明可确保轨旁CBTC设备可快速的向车载CBTC设备提供移动授权信息，促使车载CBTC设备尽快进行控制级和驾驶模式的升级以满足大运量、高密度的运营需求；本发明可中为轨旁CBTC设备提供一种基于计轴的列车占用的筛选区段的长度与车载CBTC报告的编组长度相比较的方法，可以有效的防范因车载CBTC提供错误长度或位置信息导致安全事故发生的隐患。
为了描述的方便，描述以上系统时以功能分为各种模块分别描述。当然，在实施本申请时可以把各模块的功能在同一个或多个软件和/或硬件中实现。
本说明书中的各个实施例均采用递进的方式描述，各个实施例之间相同相似的部分互相参见即可，每个实施例重点说明的都是与其他实施例的不同之处。尤其，对于系统或系统实施例而言，由于其基本相似于方法实施例，所以描述得比较简单，相关之处参见方法实施例的部分说明即可。以上所描述的系统及系统实施例仅仅是示意性的，其中所述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部模块来实现本实施例方案的目的。本领域普通技术人员在不付出创造性劳动的情况下，即可以理解并实施。
专业人员还可以进一步意识到，结合本文中所公开的实施例描述的各示例的单元及算法步骤，能够以电子硬件、计算机软件或者二者的结合来实现，为了清楚地说明硬件和软件的可互换性，在上述说明中已经按照功能一般性地描述了各示例的组成及步骤。这些功能究竟以硬件还是软件方式来执行，取决于技术方案的特定应用和设计约束条件。专业技术人员可以对每个特定的应用来使用不同方法来实现所描述的功能，但是这种实现不应认为超出本发明的范围。
结合本文中所公开的实施例描述的方法或算法的步骤可以直接用硬件、处理器执行的软件模块，或者二者的结合来实施。软件模块可以置于随机存储器(RAM)、内存、只读存储器(ROM)、电可编程ROM、电可擦除可编程ROM、寄存器、硬盘、可移动磁盘、CD-ROM、或技术领域内所公知的任意其它形式的存储介质中。
对所公开的实施例的上述说明，使本领域专业技术人员能够实现或使用本发明。对这些实施例的多种修改对本领域的专业技术人员来说将是显而易见的，本文中所定义的一般原理可以在不脱离本发明的精神或范围的情况下，在其它实施例中实现。因此，本发明将不会被限制于本文所示的这些实施例，而是要符合与本文所公开的原理和新颖特点相一致的最宽的范围。

Claims (10)

  1. 一种不同编组长度的列车混合运行的控制方法，其特征在于，包括：
    在列车运行进入基于无线通信的列车自动控制CBTC区域之前，根据预先设置的筛选区域判断所述列车的运行方向的前方是否存在其它车辆；
    在所述列车的运行方向的前方不存在其它车辆时，根据所述筛选区域确定所述列车的编组长度；
    根据所述列车的编组长度以及所述筛选区域判断所述列车的运行方向的后方是否存在其它车辆，并在所述列车的运行方向的后方不存在其它车辆时，为所述列车提供移动授权。
  2. 根据权利要求1所述的控制方法，其特征在于，所述筛选区域的设置方法包括：
    确定所述列车的运行线路所允许的至少一种编组长度和所允许的最小运行列车长度；
    根据所述至少一种编组长度和所述最小运行列车长度，在所述运行线路中设置所述筛选区域；所述筛选区域与所述CBTC区域相邻接，所述筛选区域中设置有至少一个分别与所述至少一种编组长度相匹配的筛选区段，且每个筛选区段的起点均为所述筛选区域与所述CBTC区域的邻接处的计轴磁头。
  3. 根据权利要求2所述的控制方法，其特征在于，所述根据预先设置的筛选区域判断所述列车的运行方向的前方是否存在其它车辆，包括：
    接收所述列车的车载CBTC设备发送的车头位置，并计算所述车头位置与所述计轴磁头之间的距离；
    在所述车头位置与所述计轴磁头之间的距离小于或等于所述最小运行列车长度时，判断所述CBTC区域中与所述筛选区域相邻接的列车前方区段内是否存在其它车辆；
    如果所述列车前方区段内存在其它车辆，则所述列车的运行方向的前方存在其它车辆，否则所述列车的运行方向的前方不存在其它车辆。
  4. 根据权利要求2所述的控制方法，其特征在于，所述根据所述筛选区域确定所述列车的编组长度，包括：
    接收所述列车的车载CBTC设备发送的编组长度信息；
    在所述列车完全进入所述筛选区域后，采集与所述列车的长度相匹配的筛选区段的区段长度信息；
    判断所述编组长度信息是否与所述区段长度信息相匹配，如果所述编组长度信息与所述区段长度相匹配，则根据所述编组长度信息确定所述列车的编组长度。
  5. 根据权利要求2所述的控制方法，其特征在于，所述根据所述列车的编组长度以及所述筛选区域判断所述列车的运行方向的后方是否存在其它车辆，包括：
    在所述列车完全进入所述筛选区域后，在所述筛选区域中确定与所述列车的编组长度相匹配的筛选区段，并在确定的筛选区段的后方设定列车后方区段；所述列车后方区段的长度等于所述最小运行列车长度；
    判断所述列车后方区段内是否存在其它车辆；
    如果所述列车后方区段内存在其它车辆，则所述列车的运行方向的后方存在其它车辆，否则所述列车的运行方向的后方不存在其它车辆。
  6. 一种基于无线通信的列车自动控制CBTC系统，其特征在于，包括：
    第一判断模块，用于在列车运行进入基于无线通信的列车自动控制CBTC区域之前，根据由设置模块预先设置的筛选区域判断所述列车的运行方向的前方是否存在其它车辆；
    确定模块，用于在所述列车的运行方向的前方不存在其它车辆时，根据所述筛选区域确定所述列车的编组长度；
    第二判断模块，用于根据所述列车的编组长度以及所述筛选区域判断所述列车的运行方向的后方是否存在其它车辆，并在所述列车的运行方向的后方不存在其它车辆时，为所述列车提供移动授权。
  7. 根据权利要求6所述的系统，其特征在于，所述设置模块包括：
    确定单元，用于确定所述列车的运行线路所允许的至少一种编组长度和所允许的最小运行列车长度；
    设置单元，用于根据所述至少一种编组长度和所述最小运行列车长度，在所述运行线路中设置所述筛选区域；所述筛选区域与所述CBTC区域相邻接，所述筛选区域中设置有至少一个分别与所述至少一种编组长度相匹配的筛选 区段，且每个筛选区段的起点均为所述筛选区域与所述CBTC区域的邻接处的计轴磁头。
  8. 根据权利要求6所述的系统，其特征在于，所述第一判断模块包括：
    计算单元，用于接收所述列车的车载CBTC设备发送的车头位置，并计算所述车头位置与所述计轴磁头之间的距离；
    第一判断单元，用于在所述车头位置与所述计轴磁头之间的距离小于或等于所述最小运行列车长度时，判断所述CBTC区域中与所述筛选区域相邻接的列车前方区段内是否存在其它车辆；如果所述列车前方区段内存在其它车辆，则所述列车的运行方向的前方存在其它车辆，否则所述列车的运行方向的前方不存在其它车辆。
  9. 根据权利要求6所述的系统，其特征在于，所述确定模块包括：
    接收单元，用于接收所述列车的车载CBTC设备发送的编组长度信息；
    采集单元，用于在所述列车完全进入所述筛选区域后，采集与所述列车的长度相匹配的筛选区段的区段长度信息；
    匹配单元，用于判断所述编组长度信息是否与所述区段长度信息相匹配，如果所述编组长度信息与所述区段长度相匹配，则根据所述编组长度信息确定所述列车的编组长度。
  10. 根据权利要求6所述的系统，其特征在于，所述第二判断模块包括：
    设定单元，用于在所述列车完全进入所述筛选区域后，在所述筛选区域中确定与所述列车的编组长度相匹配的筛选区段，并在确定的筛选区段的后方设定列车后方区段；所述列车后方区段的长度等于所述最小运行列车长度；
    第二判断单元，用于判断所述列车后方区段内是否存在其它车辆；如果所述列车后方区段内存在其它车辆，则所述列车的运行方向的后方存在其它车辆，否则所述列车的运行方向的后方不存在其它车辆。
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DE112016004373T5 (de) 2018-06-21

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