CN101224751A - Locomotive control method and locomotive control system - Google Patents
Locomotive control method and locomotive control system Download PDFInfo
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- CN101224751A CN101224751A CNA2008100079361A CN200810007936A CN101224751A CN 101224751 A CN101224751 A CN 101224751A CN A2008100079361 A CNA2008100079361 A CN A2008100079361A CN 200810007936 A CN200810007936 A CN 200810007936A CN 101224751 A CN101224751 A CN 101224751A
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Abstract
The invention discloses a locomotive control method and a locomotive control system, and the method comprises the following steps: a ground control center generates and sends an ATP message which contains protective point distance data, road speed restriction data, advanced road selection data and an emergence command; a locomotive-mounted control device receives the ATP message and determines whether the emergence command is valid, and controls the locomotive to stop if valid, determines the validness of the advanced road selection data if invalid; if the advanced road selection data is valid, the locomotive-mounted control device selects a driving path by using the advanced road selection data to implement the path selection algorithm, and generates first speed data according to the selected driving path and the protective point distance data; if the advanced road selection data is invalid, the locomotive-mounted control device generates the first speed data according to the current driving path and the protective point distance data; the first speed data is compared with the predefined road speed restriction data, and the smaller speed data is taken as the current driving speed data, and then the invention controls the locomotive according to the driving speed data. The method and the system of the invention can control the safe and intelligent driving of the locomotive.
Description
Technical field
The present invention relates to the locomotive control technical field, be meant a kind of locomotive control method and locomotive control especially.
Background technology
In the process of communications fast development, the development process of locomotive is the fastest, develops into subway, subway from railway locomotive.
At present the relay coded system is adopted in the control of locomotive, promptly use a plurality of safety type relays, utilize the two-valued function data of relay to make up, obtain multiple information, in order to implications such as expression target velocity, present speeds.The electric current that this relay goes to drive related track circuit transmission corresponding frequencies again supplies the locomotive collection to track.Each frequency is represented a kind of information of speed class, and locomotive is according to the foundation of this information as driving.
Along with the development of locomotive, the digitized track circuit application in the middle of locomotive control, the digitized track circuit need transmit bigger quantity of information, to improve the traveling comfort and the safety of locomotive; Because the quantity of information of relay is little, traveling comfort is relative with safety relatively poor, the requirement of incompatibility digitized track circuit; In addition, adaptive polarizing memory voltage time constant is more, and data are prone to equipment or line fault by gathering the mode of relay node, cause message interrupts, reduces safety, has strengthened the work capacity of plant maintenance simultaneously.
Summary of the invention
In view of this, the invention reside in provides a kind of locomotive control method and locomotive control, when solving above-mentioned relay mode to locomotive control, because the problem that quantity of information is less, safety is relatively poor.
For addressing the above problem, the invention provides a kind of locomotive control method, comprising:
The ground control center generates the ATP message that contains protection point range data, circuit speed limit data, route selection data and provisional order and sends;
On-vehicle control apparatus receives described ATP message, judges whether described provisional order is effective, if effectively, then control locomotive and stop; If invalid, judge then whether described route selection data are effective,
If effectively, then use route to select data to select the driving path by routing algorithm, generate first speed data according to driving path of selecting and described protection point range data; If invalid, then generate first speed data according to current driving path and described protection point range data;
With described first speed data and predefined described circuit speed limit data relatively, with less speed data as current moving velocity data, according to described moving velocity Data Control locomotive.
Wherein, also comprise:
Described ground control center generates acceleration information according to energy consumption data, pattern correction data, according to platform turn back data, change the end data of turning back and generate the data of turning back, and generate the ATO message that contains train order, timetable data, described acceleration information, the described data of turning back, and together send with described ATP message;
Described on-vehicle control apparatus receives described ATO message, judges whether the described data of turning back are effective, if effectively, then triggers locomotive and changes end control, judges whether described train order is effective, if effectively, then start locomotive; If invalid, then generate the second speed data according to described timetable data;
In with described first speed data and described circuit speed limit data process relatively, compare with described second speed data simultaneously, with less speed data as current moving velocity data.
Wherein, also comprise:
Described ground control center is respectively described ATP, ATO message interpolation sign in the process that generates ATP, ATO message, add rise time, delay time respectively, adds encryption key respectively, and redundancy check value;
Described on-vehicle control apparatus receives described ATP, ATO message, judges whether described sign is correct, if mistake then abandons;
If correct, whether the difference of then judging time of reception and described rise time greater than described delay time, if greater than, then abandon;
If less than, then key is obtained in deciphering, by described key recovery redundancy check value, and to described ATP, ATO message redundant computation again, judges the redundancy check value whether redundancy check value after calculating equals to recover, if be not equal to, then abandons;
If equal, then continue to handle described ATP, ATO message.
Wherein, also comprise:
It is main with, standby described ATP, the ATO message of generating simultaneously that described ground control center is respectively, main described ATP, the transmission of ATO message that will generate with the ground control center;
Described on-vehicle control apparatus is respectively main and handles described ATP, ATO message with, standby reception, leads and controls locomotive after handling described ATP, ATO message with on-vehicle control apparatus.
The present invention also provides a kind of locomotive control, comprising: ground control center and on-vehicle control apparatus,
Be provided with the ATP message unit in the described ground control center, be used to generate the ATP message and the transmission that contain protection point range data, circuit speed limit data, route selection data and provisional order;
Comprise in the described on-vehicle control apparatus:
The message receiving element is used for receiving from described ground control center ATP message;
The ATP message process unit is used to judge whether the provisional order in the described ATP message is effective, if effectively, then trigger the parking unit; If invalid, judge then whether described route selection data are effective, if effectively, then send the route data to path selection unit;
Described parking control unit is used for accepting to trigger back control locomotive and stops;
Described path selection unit is used to use route to select data to select the driving path by routing algorithm;
The first speed arithmetic element is used for generating first speed data according to described driving path of selecting and described protection point range data; Or generate first speed data according to current driving path and described protection point range data;
Comparison operation unit is used for described first speed data and predefined described circuit speed limit data are compared, and exports less speed data;
Speed control unit is used for the speed data control locomotive according to comparison operation unit output.
Wherein, described ground control center also comprises:
The ATO message unit, be used for generating acceleration information according to energy consumption data, pattern correction data, according to platform turn back data, change the end data of turning back and generate the data of turning back, and generate the ATO message that contains train order, timetable data, described acceleration information, the described data of turning back;
Described ground control center together sends described ATO message and described ATP message;
Be provided with the ATO message process unit in the described on-vehicle control apparatus, be used for after described message receiving element receives described ATO message, judge whether turn back data and the train order in the described ATO message be effective,, then trigger and change the end control unit if effectively; If invalid, then trigger the second speed unit;
The described end control unit that changes, the realization of control locomotive was changed and is held control after reception triggered;
Described second speed unit receives and triggers the back according to described timetable data generation second speed data;
Described comparison operation unit is used for comparing with described second speed data simultaneously in described first speed data and described circuit speed limit data process relatively, with less speed data output.
Wherein, described ground control center also comprises:
The checking data unit is used for the generative process at ATP, ATO message, is respectively described ATP, ATO message interpolation sign, adds rise time, delay time respectively, adds encryption key respectively, and redundancy check value;
Described on-vehicle control apparatus also comprises:
The sign judging unit is used for after the message receiving element receives described ATP, ATO message, judges whether described sign is correct, if mistake then abandons; If correct, then trigger the time delay judgement unit;
Whether described time delay judgement unit, the difference that is used to judge time of reception and described rise time greater than described delay time, if greater than, then abandon; If less than, then trigger the redundancy check unit;
Described redundancy check unit is used for deciphering and obtains key, by described key recovery redundancy check value, and to described ATP, ATO message redundant computation again, judge the redundancy check value whether redundancy check value after calculating equals to recover,, then abandon if be not equal to;
If equal, then trigger described message receiving element message is sent to described ATP message process unit and/or ATO message process unit.
Wherein, also comprise:
Described ground control center is respectively main and works simultaneously with, stand-by facility, the message that generates is sent with the ground control center by main, main lost efficacy with the ground control center after, standby ground control center is with the message transmission that generates;
Described on-vehicle control apparatus is respectively main and works simultaneously with, stand-by facility, receive and handle described ATP, ATO message, the master controls locomotive after handling described ATP, ATO message with on-vehicle control apparatus, main with after the on-vehicle control apparatus inefficacy, standby on-vehicle control apparatus is controlled locomotive after handling described ATP, ATO message.
In the method and system of the present invention, on-vehicle control apparatus can make the safety of locomotive be effectively controlled by handling the ATP message that generates from the ground control center; By processing ATO message, but the Based Intelligent Control locomotive; The checking data that adds can guarantee the safety of message, prevents the interference of other invalid packet; Adopt the mode of primary, spare work can guarantee the transmitting-receiving and the safe handling of message.
Description of drawings
Fig. 1 is the diagram of circuit of embodiment one;
Fig. 2 is the scheme drawing that generates the ATP message;
Fig. 3 is the scheme drawing that generates the ATO message;
Fig. 4 is the scheme drawing that generates checking data;
Fig. 5 is the scheme drawing of car controlling message;
Fig. 6 is the scheme drawing that the car controlling message is formed;
Fig. 7 is the constructional drawing of embodiment two;
Fig. 8 is the constructional drawing of on-vehicle control apparatus among the embodiment two.
The specific embodiment
Be clear method and system of the present invention, provide preferred embodiment below and be described with reference to the accompanying drawings.
Method of the present invention is described in detail by embodiment one, and referring to Fig. 1, Fig. 1 is the diagram of circuit of embodiment one, comprising:
101: the ground control center generates automatic protection (ATP) message that contains protection point range data, circuit speed limit data, route selection data and provisional order and sends;
Send the ATP message, can adopt multiple wireless mode, as wireless transmission methods such as GSM2, WCDMA, TD-SCDMA.
102: on-vehicle control apparatus receives described ATP message;
103: judge whether described provisional order is effective,, carry out 104 if effectively; If invalid, carry out 105;
When judging that provisional order whether effectively, can judge that for example: the state by zone bit comes the identified emergency order whether effective by the zone bit of provisional order;
104: the control locomotive stops;
105: judge whether described route selection data are effective, if effectively, carry out 106; If invalid, carry out 107;
Judge that route selects data whether effectively the time, also can realize by zone bit is set;
106: use route to select data to select the driving path, generate first speed data according to driving path of selecting and described protection point range data by routing algorithm;
Routing algorithm has a lot, for example: can select corresponding path according to parameter requests such as default distance, times, after choosing the path, can generate first speed data by the distance of protection point, and guarantee to travel after the schedule time according to the first current speed data, the protection point distance that remeasures out promptly guarantees in the locomotive driving safety distance less than threshold value;
107: generate first speed data according to current driving path and described protection point range data;
108: with described first speed data and predefined described circuit speed limit data relatively, with less speed data as current moving velocity data;
Circuit speed limit data are according to the possible driving path of locomotive, and predefined speed data by selecting less speed data, can guarantee that locomotive driving is in safe range;
109: according to described moving velocity Data Control locomotive.
The process that generates the ATP message in the step 101 can be as shown in Figure 2, wherein, the distance of protection point can have multiple, as the position of signal on the circuit and the current state of signal lamp, signal is red light (no thoroughfare), this moment is according to its position on the line, with this position as absolute point station SAFE_POINT1; The most absolute point station SAFE_POINT2 of the locomotive location information of travelling previously on the line, this locomotive location information needs locomotive position check point information and proofreaies and correct; The position of gate and the opening of gate are also as absolute point station SAFE_POINT3; If when on the circuit road junction being arranged, the state that lifts of cross barrier at grade crossing, and the position at road junction as the absolute point station SAFE_POINT4 of locomotive; The trouble point position SAFE_POINT5 in the line of the other equipment of rail.More than distance between any one point station and the locomotive all can be used as a protection point distance.
Circuit speed limit data are kept in the track data storehouse, and temporary speed limitation grade and scope are provided with by ground control center or station control desk, just produce temporary speed limitation after being provided with successfully.Be better car controlling, also will add the location information of speed limit point when less speed limit is exported, form circuit speed limit data thus.
Route selects data to comprise each switch location information and track switch status information, switch location information and track switch status information can be input in the routing algorithm, but by each switch location information realizing route optimum or time optimal routing, but and the range of choice of track switch status information realizing route.
Provisional order is by the decision of states such as sudden stop status button and train-ground communication link failure, and directly car controlling command information output of conduct.As the order control locomotive emergency braking of sudden stop status button output, communication failure then is interval speed limit order, and the demand according to the scene can also have the various control order as reservation simultaneously.
Among the embodiment one, adopt new communication protocol transmission control message between locomotive and the ground control center,, can realize the effective and safe control of locomotive, the safety that improves locomotive because the information transmitted amount is bigger.
When improving motorcycle safety, also can add automatic steering (ATO) message, make locomotive have certain intelligent driving function, thereby realize the operability of locomotive.The ATO message is together generated when generating the ATP message by the ground control center, and together sends with the ATP message.The ATO message comprises train order, timetable data, acceleration information, the data of turning back, as shown in Figure 3.Describe ATO message generative process below in detail.
The ground control center generates acceleration information according to energy consumption data, pattern correction data, according to platform turn back data, change the end data of turning back and generate the data of turning back, and generate the ATO message that contains train order, timetable data, described acceleration information, the described data of turning back, and together send with described ATP message;
The energy consumption data Train_Power of locomotive will be converted into the qualitative data of locomotive, after revising by tractive force, braking force performance perameter and the pattern correction data (like rain day mode, the pattern etc. of snowing) of locomotive again, finally finish locomotive and will recommend acceleration/accel.
Locomotive is about to start, but also keeping locomotive zero-speed moment T0 to begin to calculate, the traction handle that is this moment locomotive has been put into the traction position, locomotive will send to the ground control center in real time with velocity information V1, the V2......Vi of locomotive in length is the quality test section of L distance, utilize formula according to the consumption information Train_Power of locomotive in test section then
Train_Power=∑ MV
i+ P
Decrease, the quality of locomotive is calculated.P wherein
DecreaseBe empirical value.After obtaining locomotive quality M, the master mode that is provided with according to the traction of this model locomotive, brake parameters and control center calculates the information of an acceleration/accel.This information is not the accekeration of locomotive, but a scale factor K of regulating acceleration change, this value can constantly change according to actual conditions.For example when locomotive is fully loaded when causing quality big, the acceleration/accel of locomotive being calculated by K value and the grade of traction or braking are carried out smoothing processing, avoid excessive owing to the locomotive momentum of the bigger generation of inertia of locomotive.As when avenging day mode, owing to have ice on the track, thus too fast that the acceleration/accel of locomotive can not change regulated by K, thus otherwise will cause wheel slipping and skid and cause inaccurate or other potential safety hazard of locating etc.
The Train_Go information of dispatching a car in advance is effective if button car order Train_Stop among the ATS_Info or jumping stop order Train_Skip or platform, will calculate special train order data at different platforms and different vehicles.
The data of turning back are to calculate according to the turn back arranging situation of turn back automatically data and locomotive route that button state sends of platform.When platform is turned back the button down state, and locomotive is when gate position, ground will be to the locomotive order Train_ZF_Go that dispatches a car that turns back, when the locomotive automatic exercise when turning back rail, the ground control center will send to change to locomotive holds the Train_ZFHD_Go data of turning back, these data are used for notifying the switching of locomotive head, tailstock ATO main control system, make the opposite side of locomotive automatic exercise to circuit.
On-vehicle control apparatus is handled with the ATP message, when locomotive is in halted state after receiving the ATO message simultaneously, judge whether the data of turning back are effective,, then trigger locomotive and change end control if effectively, judge whether described train order is effective, if effectively, then start locomotive; If it is invalid, then generate the second speed data according to described timetable data, the timetable data are moment that locomotive arrives intended destination, select by routing algorithm and to arrive the intended destination path, and time difference and path calculate the second speed data constantly the moment by current location and destination; When handling the ATP message, with in described first speed data and the described circuit speed limit data process relatively, the while compares with described second speed data, with less speed data as current moving velocity data.
For guaranteeing the safety of locomotive message transmissions, at transmission ATP, in the process of ATO message, also can be to ATP, the ATO message is realized safe handling, the process of safe handling is included in and generates ATP, in the process of ATO message, be respectively described ATP, the ATO message adds sign, as shown in Figure 4, add each ATP respectively, the rise time of ATO message, and the delay time that allows, be each ATP, the ATO message adds encryption key respectively, and by the redundancy check value of this secret key encryption, these verification msgs and ATP, the ATO message is as the car controlling message, final message format such as Fig. 5 that generates, shown in Figure 6.
On-vehicle control apparatus receives ATP, the ATO message after the safe handling, judges whether described sign is correct, if mistake then abandons;
If correct, whether the difference of then judging time of reception and described rise time greater than described delay time, if greater than, then illustrate to have exceeded the time delay scope of permission, directly abandon;
If less than, then key is obtained in deciphering, by described key recovery redundancy check value, and to described ATP, ATO message redundant computation again, judges the redundancy check value whether redundancy check value after calculating equals to recover, if be not equal to, then abandons;
If equal, then continue to handle described ATP, ATO message, locomotive is driven and safety control.
Normally receive and dispatch message for guaranteeing ground control center and on-vehicle control apparatus, the ground control center is respectively main and uses, standby two cover identical devices, and generate described ATP, ATO message simultaneously, but have only main described ATP, the ATO message that will generate to send with the ground control center, in case the host apparatus fault, stand-by facility is in time handled.
On-vehicle control apparatus is respectively main and receives simultaneously and handle described ATP, ATO message with, standby two complete equipments, has only mainly to control locomotive after handling described ATP, ATO message with on-vehicle control apparatus, and stand-by facility is as redundancy.
Top embodiment describes method of the present invention in detail, and on-vehicle control apparatus can make the safety of locomotive be effectively controlled by handling the ATP message that generates from the ground control center; By processing ATO message, but the Based Intelligent Control locomotive; The checking data that adds can guarantee the safety of message, prevents the interference of other invalid packet; Adopt the mode of primary, spare work can guarantee the transmitting-receiving and the safe handling of message.
Describe method of the present invention above in detail,, describe embodiment two below in detail, system of the present invention is described for realizing that can there be multiple implementation in system of the present invention.Referring to Fig. 7, this system comprises: ground control center and on-vehicle control apparatus,
Be provided with the ATP message unit in the described ground control center, be used to generate the ATP message and the transmission that contain protection point range data, circuit speed limit data, route selection data and provisional order;
Comprise in the described on-vehicle control apparatus:
The message receiving element is used for receiving from described ground control center ATP message;
The ATP message process unit is used to judge whether the provisional order in the described ATP message is effective, if effectively, then trigger the parking unit; If invalid, judge then whether described route selection data are effective, if effectively, then send the route data to path selection unit;
Described parking control unit is used for accepting to trigger back control locomotive and stops;
Described path selection unit is used to use route to select data to select the driving path by routing algorithm;
The first speed arithmetic element is used for generating first speed data according to described driving path of selecting and described protection point range data; Or generate first speed data according to current driving path and described protection point range data;
Comparison operation unit is used for described first speed data and predefined described circuit speed limit data are compared, and exports less speed data;
Speed control unit is used for the speed data control locomotive according to comparison operation unit output.
Wherein, described ground control center also comprises:
The ATO message unit, be used for generating acceleration information according to energy consumption data, pattern correction data, according to platform turn back data, change the end data of turning back and generate the data of turning back, and generate the ATO message that contains train order, timetable data, described acceleration information, the described data of turning back;
Described ground control center together sends described ATO message and described ATP message;
Be provided with the ATO message process unit in the described on-vehicle control apparatus, be used for after described message receiving element receives described ATO message, judge whether turn back data and the train order in the described ATO message be effective,, then trigger and change the end control unit if effectively; If invalid, then trigger the second speed unit;
The described end control unit that changes, the realization of control locomotive was changed and is held control after reception triggered;
Described second speed unit receives and triggers the back according to described timetable data generation second speed data;
Described comparison operation unit is used for comparing with described second speed data simultaneously in described first speed data and described circuit speed limit data process relatively, with less speed data output.
Wherein, described ground control center also comprises:
The checking data unit is used for the generative process at ATP, ATO message, is respectively described ATP, ATO message interpolation sign, adds rise time, delay time respectively, adds encryption key respectively, and redundancy check value;
Described on-vehicle control apparatus also comprises:
The sign judging unit is used for after the message receiving element receives described ATP, ATO message, judges whether described sign is correct, if mistake then abandons; If correct, then trigger the time delay judgement unit;
Whether described time delay judgement unit, the difference that is used to judge time of reception and described rise time greater than described delay time, if greater than, then abandon; If less than, then trigger the redundancy check unit;
Described redundancy check unit is used for deciphering and obtains key, by described key recovery redundancy check value, and to described ATP, ATO message redundant computation again, judge the redundancy check value whether redundancy check value after calculating equals to recover,, then abandon if be not equal to;
If equal, then trigger described message receiving element message is sent to described ATP message process unit and/or ATO message process unit.
Wherein, also comprise:
Described ground control center is respectively main and works simultaneously with, stand-by facility, the message that generates is sent with the ground control center by main, main lost efficacy with the ground control center after, standby ground control center is with the message transmission that generates;
Described on-vehicle control apparatus is respectively main and works simultaneously with, stand-by facility, receive and handle described ATP, ATO message, the master controls locomotive after handling described ATP, ATO message with on-vehicle control apparatus, main with after the on-vehicle control apparatus inefficacy, standby on-vehicle control apparatus is controlled locomotive after handling described ATP, ATO message.
Top embodiment describes system of the present invention in detail, and on-vehicle control apparatus can make the safety of locomotive be effectively controlled by handling the ATP message that generates from the ground control center; By processing ATO message, but the Based Intelligent Control locomotive; The checking data that adds can guarantee the safety of message, prevents the interference of other invalid packet; Adopt the mode of primary, spare work can guarantee the transmitting-receiving and the safe handling of message.
For the method and system of being set forth among each embodiment of the present invention, within the spirit and principles in the present invention all, any modification of being done, be equal to replacement, improvement etc., all should be included within protection scope of the present invention.
Claims (8)
1. a locomotive control method is characterized in that, comprising:
The ground control center generates the automatic protection ATP message that contains protection point range data, circuit speed limit data, route selection data and provisional order and sends;
On-vehicle control apparatus receives described ATP message, judges whether described provisional order is effective, if effectively, then control locomotive and stop; If invalid, judge then whether described route selection data are effective,
If effectively, then use route to select data to select the driving path by routing algorithm, generate first speed data according to driving path of selecting and described protection point range data; If invalid, then generate first speed data according to current driving path and described protection point range data;
With described first speed data and predefined described circuit speed limit data relatively, with less speed data as current moving velocity data, according to described moving velocity Data Control locomotive.
2. method according to claim 1 is characterized in that, also comprises:
Described ground control center generates acceleration information according to energy consumption data, pattern correction data, according to platform turn back data, change the end data of turning back and generate the data of turning back, and generate the automatic steering ATO message that contains train order, timetable data, described acceleration information, the described data of turning back, and together send with described ATP message;
Described on-vehicle control apparatus receives described ATO message, judges whether the described data of turning back are effective, if effectively, then triggers locomotive and changes end control, judges whether described train order is effective, if effectively, then start locomotive; If invalid, then generate the second speed data according to described timetable data;
In with described first speed data and described circuit speed limit data process relatively, compare with described second speed data simultaneously, with less speed data as current moving velocity data.
3. method according to claim 2 is characterized in that, also comprises:
Described ground control center is respectively described ATP, ATO message interpolation sign in the process that generates ATP, ATO message, add rise time, delay time respectively, adds encryption key respectively, and redundancy check value;
Described on-vehicle control apparatus receives described ATP, ATO message, judges whether described sign is correct, if mistake then abandons;
If correct, whether the difference of then judging time of reception and described rise time greater than described delay time, if greater than, then abandon;
If less than, then key is obtained in deciphering, by described key recovery redundancy check value, and to described ATP, ATO message redundant computation again, judges the redundancy check value whether redundancy check value after calculating equals to recover, if be not equal to, then abandons;
If equal, then continue to handle described ATP, ATO message.
4. method according to claim 3 is characterized in that, also comprises:
It is main with, standby described ATP, the ATO message of generating simultaneously that described ground control center is respectively, main described ATP, the transmission of ATO message that will generate with the ground control center;
Described on-vehicle control apparatus is respectively main and handles described ATP, ATO message with, standby reception, leads and controls locomotive after handling described ATP, ATO message with on-vehicle control apparatus.
5. a locomotive control is characterized in that, comprising: ground control center and on-vehicle control apparatus,
Be provided with the ATP message unit in the described ground control center, be used to generate the ATP message and the transmission that contain protection point range data, circuit speed limit data, route selection data and provisional order;
Comprise in the described on-vehicle control apparatus:
The message receiving element is used for receiving from described ground control center ATP message;
The ATP message process unit is used to judge whether the provisional order in the described ATP message is effective, if effectively, then trigger the parking unit; If invalid, judge then whether described route selection data are effective, if effectively, then send the route data to path selection unit;
Described parking control unit is used for accepting to trigger back control locomotive and stops;
Described path selection unit is used to use route to select data to select the driving path by routing algorithm;
The first speed arithmetic element is used for generating first speed data according to described driving path of selecting and described protection point range data; Or generate first speed data according to current driving path and described protection point range data;
Comparison operation unit is used for described first speed data and predefined described circuit speed limit data are compared, and exports less speed data;
Speed control unit is used for the speed data control locomotive according to comparison operation unit output.
6. system according to claim 5 is characterized in that, described ground control center also comprises:
The ATO message unit, be used for generating acceleration information according to energy consumption data, pattern correction data, according to platform turn back data, change the end data of turning back and generate the data of turning back, and generate the ATO message that contains train order, timetable data, described acceleration information, the described data of turning back;
Described ground control center together sends described ATO message and described ATP message;
Be provided with the ATO message process unit in the described on-vehicle control apparatus, be used for after described message receiving element receives described ATO message, judge whether turn back data and the train order in the described ATO message be effective,, then trigger and change the end control unit if effectively; If invalid, then trigger the second speed unit;
The described end control unit that changes, the realization of control locomotive was changed and is held control after reception triggered;
Described second speed unit receives and triggers the back according to described timetable data generation second speed data;
Described comparison operation unit is used for comparing with described second speed data simultaneously in described first speed data and described circuit speed limit data process relatively, with less speed data output.
7. system according to claim 6 is characterized in that, described ground control center also comprises:
The checking data unit is used for the generative process at ATP, ATO message, is respectively described ATP, ATO message interpolation sign, adds rise time, delay time respectively, adds encryption key respectively, and redundancy check value;
Described on-vehicle control apparatus also comprises:
The sign judging unit is used for after the message receiving element receives described ATP, ATO message, judges whether described sign is correct, if mistake then abandons; If correct, then trigger the time delay judgement unit;
Whether described time delay judgement unit, the difference that is used to judge time of reception and described rise time greater than described delay time, if greater than, then abandon; If less than, then trigger the redundancy check unit;
Described redundancy check unit is used for deciphering and obtains key, by described key recovery redundancy check value, and to described ATP, ATO message redundant computation again, judge the redundancy check value whether redundancy check value after calculating equals to recover,, then abandon if be not equal to;
If equal, then trigger described message receiving element message is sent to described ATP message process unit and/or ATO message process unit.
8. system according to claim 7 is characterized in that, also comprises:
Described ground control center is respectively main and works simultaneously with, stand-by facility, the message that generates is sent with the ground control center by main, main lost efficacy with the ground control center after, standby ground control center is with the message transmission that generates;
Described on-vehicle control apparatus is respectively main and works simultaneously with, stand-by facility, receive and handle described ATP, ATO message, the master controls locomotive after handling described ATP, ATO message with on-vehicle control apparatus, main with after the on-vehicle control apparatus inefficacy, standby on-vehicle control apparatus is controlled locomotive after handling described ATP, ATO message.
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