CN108177662A - A kind of ATP Speed limit curve fusion methods of difference train operation standard - Google Patents
A kind of ATP Speed limit curve fusion methods of difference train operation standard Download PDFInfo
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- CN108177662A CN108177662A CN201711408790.7A CN201711408790A CN108177662A CN 108177662 A CN108177662 A CN 108177662A CN 201711408790 A CN201711408790 A CN 201711408790A CN 108177662 A CN108177662 A CN 108177662A
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
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Abstract
The embodiment of the invention discloses a kind of ATP Speed limit curve fusion methods of different train operation standards, including：After train is run by predicting equipment to the condominium region, the first train location information under the first train operation standard, the first train line information, first movement mandate MA information and the second train location information, the second train line information, the 2nd MA information under the second train operation standard are received respectively；First ATP Speed limit curves are calculated according to the information under the first train operation standard, the 2nd ATP Speed limit curves are calculated according to the information under the second train operation standard；Two kinds of ATP Speed limit curves are merged, obtain the target ATP Speed limit curves of train.By the first ATP Speed limit curves and the 2nd ATP Speed limit curves that calculate two kinds of train operation standards, and two kinds of ATP Speed limit curves are merged, ensure that train is safe and efficient steadily to be merged between two kinds of train operation standards, two kinds of train operation standards of realization interconnect.
Description
Technical field
The present embodiments relate to technical field of rail traffic, and in particular to a kind of ATP limits of difference train operation standard
Fast curve fusion method.
Background technology
With social development, regional integration, the formation of group of cities, traffic will undoubtedly play the role of skeleton, and track is handed over
Logical will be optimal selection.It is required that intercity highlight with the demand that city is interconnected.And realize the head that interconnects when it
Punching will solve the problems, such as interconnecting for operation control system.
Inter-city passenger rail undertakes the function in cities and towns in unicom region between main line railway and urban track traffic, rises and adopts
Control mode is superposition ATO (automatic Pilot) system on the basis of CTCS-2.The system of inter-city passenger rail can be with main line iron
The CTCS-2 on road interconnects.Due to the CTCS-2+ATO systems positioning of inter-city passenger rail, train-ground communication, pattern, running mode etc.
Aspect and urban track traffic CBTC systems are incompatible, it is impossible to which realization is interconnected, it is impossible to meet in region passenger from originating
Ground goes directly the demand of destination.
When realizing the Rail traffic network to interconnect, lack and the ATP Speed limit curves of different train operation standards are melted
The method of conjunction.
Invention content
Since existing method is there are the above problem, the embodiment of the present invention proposes a kind of ATP limits of different train operation standards
Fast curve fusion method, including：
After the train is run by predicting equipment to the condominium region, receive respectively under the first train operation standard
The first train location information, the first train line information, under first movement mandate MA information and the second train operation standard
The second train location information, the second train line information, the 2nd MA information；
It is calculated according to the first MA information, the first train location information and the first train line information
The first ATP Speed limit curves under the first train operation standard, and positioned according to the 2nd MA information, second train
The 2nd ATP Speed limit curves under the second train operation standard are calculated in information and the second train line information；
The first ATP Speed limit curves and the 2nd ATP Speed limit curves are merged, obtain the target of the train
ATP Speed limit curves.
Optionally, the first train operation standard is bisexualArtemiapopulations from China CTCS or the train operation based on communication
Control system CBTC；
Accordingly,
The second train operation standard is the CBTC or described CTCS.
Optionally, it is described that the first ATP Speed limit curves and the 2nd ATP Speed limit curves are merged, obtain institute
The target ATP Speed limit curves of train are stated, are specifically included：
If the Maximum speed limit of the first ATP Speed limit curves is higher than the Maximum speed limit of the 2nd ATP Speed limit curves, institute
State target ATP Speed limit curves reduces speed limit to the Maximum speed limit of the 2nd ATP Speed limit curves in switching point.
Optionally, it is described that the first ATP Speed limit curves and the 2nd ATP Speed limit curves are merged, obtain institute
The target ATP Speed limit curves of train are stated, are specifically included：
If the Maximum speed limit of the first ATP Speed limit curves is less than the Maximum speed limit of the 2nd ATP Speed limit curves, institute
It states target ATP Speed limit curves and improves speed limit immediately to the Maximum speed limit of the 2nd ATP Speed limit curves in switching point.
Optionally, it is described that the first ATP Speed limit curves and the 2nd ATP Speed limit curves are merged, obtain institute
The target ATP Speed limit curves of train are stated, are specifically included：
If the Maximum speed limit of the first ATP Speed limit curves is equal to the Maximum speed limit of the 2nd ATP Speed limit curves, institute
Stating target ATP Speed limit curves need not change in switching point.
Optionally, the method further includes：
If being the second train operation standard from the first train operation standard successful switch, described first is selected
More elder calculates the target ATP Speed limit curves in MA information and the 2nd MA information.
Optionally, the method further includes：
If the second train operation standard handover failure, selects in the first MA information and the 2nd MA information
Shorter person calculates the target ATP Speed limit curves.
Optionally, the ground installation redundancy of the first train operation standard and the second train operation standard is arranged on
By the track in the condominium region.
As shown from the above technical solution, the embodiment of the present invention is behind train operation to the condominium region, by obtaining two
The ATP limits of two kinds of operation standards are calculated in train location information, train line information and the MA information of kind operation standard respectively
Fast curve further merges two kinds of ATP Speed limit curves to obtain target ATP Speed limit curves, ensures that train is safe and efficient
Steadily switched between two kinds of train operation standards, two kinds of train operation standards of realization interconnect.
Description of the drawings
In order to illustrate more clearly about the embodiment of the present invention or technical scheme of the prior art, to embodiment or will show below
There is attached drawing needed in technology description to be briefly described, it should be apparent that, the accompanying drawings in the following description is only this
Some embodiments of invention, for those of ordinary skill in the art, without creative efforts, can be with
Other attached drawings are obtained according to these figures.
Fig. 1 is the ATP Speed limit curve fusion methods of a kind of different train operation standards that one embodiment of the invention provides
Flow diagram；
Fig. 2 is the ATP Speed limit curve schematic diagrames that the CTCS that one embodiment of the invention provides is switched to before CBTC；
Fig. 3 is the ATP Speed limit curve schematic diagrames after the CTCS successful switch that one embodiment of the invention provides is CBTC；
Fig. 4 is the ATP Speed limit curve schematic diagrames that the CTCS that one embodiment of the invention provides is switched to after CBTC failures；
Fig. 5 is the ATP Speed limit curve schematic diagrames that the CBTC that one embodiment of the invention provides is switched to before CTCS；
Fig. 6 is the ATP Speed limit curves signal that the CBTC successes raising speed that one embodiment of the invention provides is switched to after CTCS
Figure；
Fig. 7 is the ATP Speed limit curves signal that the CBTC raising speeds that one embodiment of the invention provides are switched to after CTCS failures
Figure.
Specific embodiment
Below in conjunction with the accompanying drawings, the specific embodiment of the present invention is further described.Following embodiment is only used for more
Technical scheme of the present invention is clearly demonstrated, and is not intended to limit the protection scope of the present invention and limits the scope of the invention.
Fig. 1 shows a kind of stream of the ATP Speed limit curve fusion methods of different train operation standards provided in this embodiment
Journey schematic diagram, including：
S101, after the train is run by predicting equipment to the condominium region, receive the first train operation respectively
The first train location information, the first train line information, first movement mandate MA information and the second train operation under standard
The second train location information, the second train line information, the 2nd MA information under standard.
Wherein, the first train operation standard and the second train operation standard are existing train operation system
Formula.
The ground installation of the first train operation standard and the second train operation standard redundancy in condominium region
In orbit, the ground installation of these redundancies setting is used in condominium regional cooperation management train for setting.
China's application in track transportation is widely run there are mainly two types of standards at present, is applied in main line railway respectively
State's train control system (CTCS) and the train operation control system (CBTC) based on communication applied to urban track traffic.
Specifically, in the present embodiment, when the first train operation standard is CTCS, the second train operation standard
For CBTC；Conversely, when the first train operation standard is CBTC, the second train operation standard is CTCS.
The condominium region is the first train operation standard and the public region of the second train operation standard, the condominium
In region, train can receive the signal that two kinds of train operation standards send simultaneously and data, train must be in the condominium regions
The interior switching for completing two kinds of train operation standards.
S102, according to the first MA information, the first train location information and the first train line information meter
Calculation obtains the first ATP Speed limit curves under the first train operation standard, and according to the 2nd MA information, the secondary series
The 2nd ATP speed limits that vehicle location information and the second train line information are calculated under the second train operation standard are bent
Line.
Specifically, the calculation of the train ATP Speed limit curves of CBTC be according to train location information, receive ZC's
The line information of MA information combination electronic maps carries out the calculating of controlling curve.
The calculation of the train ATP Speed limit curves of CTCS is that the code bit on ground is received according to location information, the TCR of train
The circuit speed-limiting messages that information combination BTM receives ground calculate controlling curve.
The difference that the ATP Speed limit curves of two kinds of standards calculate be MA acquisition modes and line information acquisition modes not
Together：
The MA of CBTC is provided by ZC calculating, and CTCS is by track circuit code bit information combined ground device data information
It calculates；CBTC is to obtain line information by electronic map of automobile navigation, and CBTC is in real time to be passed line information with equipment by ground
Transport to train.
S103, the first ATP Speed limit curves and the 2nd ATP Speed limit curves are merged, obtains the train
Target ATP Speed limit curves.
Specifically, the train before indicating equipment is switched, on the basis of the ATP Speed limit curves of existing standard calculating, and
Make with reference to velocity amplitude minimum in the ATP Speed limit curves of CBTC and the ATP Speed limit curves of CTCS chosen at switching indicating equipment
For target point, the calculating of Train Control curve is re-started.
The present embodiment positions letter behind train operation to the condominium region, by the train for obtaining two kinds of operation standards
The ATP Speed limit curves of two kinds of operation standards are calculated, further to two kinds of ATP in breath, train line information and MA information respectively
Speed limit curve is merged to obtain target ATP Speed limit curves, ensures that train is safe and efficient between two kinds of train operation standards
Steadily switched, two kinds of train operation standards of realization interconnect.
Further, on the basis of above method embodiment, S103 is specifically included：
If the Maximum speed limit of S10311, the first ATP Speed limit curves is limited higher than the highest of the 2nd ATP Speed limit curves
Speed, then the target ATP Speed limit curves are in the Maximum speed limit of switching point reduction speed limit to the 2nd ATP Speed limit curves；
If the Maximum speed limit of S10312, the first ATP Speed limit curves is limited less than the highest of the 2nd ATP Speed limit curves
Speed, then the target ATP Speed limit curves improve speed limit immediately to the Maximum speed limit of the 2nd ATP Speed limit curves in switching point；
If the highest that the Maximum speed limit of S10313, the first ATP Speed limit curves is equal to the 2nd ATP Speed limit curves limits
Speed, then the target ATP Speed limit curves need not be changed in switching point；
Specifically, the train is when carrying out two kinds of switchings for running standard, mainly including following three kinds of situations：
1) Maximum speed limit of the first ATP Speed limit curves is higher than the Maximum speed limit of the 2nd ATP Speed limit curves；
2) Maximum speed limit of the first ATP Speed limit curves is less than the Maximum speed limit of the 2nd ATP Speed limit curves；
3) Maximum speed limit of the first ATP Speed limit curves is equal to the Maximum speed limit of the 2nd ATP Speed limit curves.
At above-mentioned three kinds, situation 1) train run from high speed limit area to lower bound speed area, target ATP Speed limit curves
Reduce speed limit to the Maximum speed limit of the 2nd ATP Speed limit curves in switching point, it is corresponding, train in switching point fall-back,
But it must be run in the speed limit of target ATP Speed limit curves.Situation 2) train run from lower bound speed area to high speed limit area, target
ATP Speed limit curves improve speed limit to the Maximum speed limit of the 2nd ATP Speed limit curves immediately in switching point, and corresponding, train exists
Switching point raises speed operation immediately, but must be run in the speed limit of target ATP Speed limit curves.Situation 3) train ATP speed limits
Curve remains unchanged, therefore target ATP Speed limit curves need not be changed in switching point, corresponding, and train keeps former speed fortune in switching point
Row.
It should be noted that the Maximum speed limit of the first ATP Speed limit curves and the highest of the 2nd ATP Speed limit curves
Speed limit is each cycle dynamic change.The fusion needs of the target ATP Speed limit curves are completed before switching point, that is, are needed
The switching of two kinds of train operation standards is completed before switching point, train running speed must be always in mark ATP Speed limit curves
Under speed limit.
It should be noted that ATP Speed limit curves reduce speed limit, since train braking needs the time and in order to gently run,
Actual motion speed (generally referring to ATO speed) needs gradual reduction of speed, therefore, the reduction of speed mistake of the blend curve of ATP Speed limit curves
Journey is also gentle, is more than the emergency braking that ATP Speed limit curves are brought suddenly to avoid ATO speed.
Conversely, ATP Speed limit curves improve speed limit, although moment speed-raising is not achieved in ATO speed, ATP speed limit moments carry
Height has no effect on ATO speed and is gradually increased and (meets failure to safety principle), so that train can be imitated according to energy saving, operation
The demand of other ATO systems such as rate and freely adjust, ATP Speed limit curves do not form the limitation to ATO speed.
When train normally switches completion after switchover operation standard, according to controlling curve control train operation after switching.
For example, as shown in Fig. 2, when train switches from CTCS to CBTC, before train enters condominium region according to
The Control for Speed Limitation train operation for the ATP Speed limit curves that CTCS is calculated, when train is run by predicting equipment to condominium region, train
The MA information of CTCS and CBTC is received respectively.The positioning and line information that onboard system is received according to train, calculate respectively
The ATP Speed limit curves of CTCS and the ATP Speed limit curves of CBTC.Train is assumed in Fig. 2 to be run from high speed limit area to lower bound speed area,
It is then as shown in Figure 3 according to the curve after curve fusion principle fusion.If Fusion failure, the MA of train is still true by CTCS
It is fixed, but the speed of train is limited by CBTC speed limits, i.e. speed of the train after indicating equipment is switched should not be greater than two
The minimum speed of kind standard, Fig. 4 are shown as the rate curve of train during fusion handover failure, are readjusted according to the MA information of CTCS
Target control curve.
Present embodiment ensure that train it is not parking, it is steady, efficiently and safely put down between two kinds of standards of CTCS and CBTC
Steady switching, two kinds of standards of realization interconnect.
In another embodiment, as shown in figure 5, CBTC to CTCS switch when, pressed before train operation to condominium region
According to the Control for Speed Limitation train operation of the CBTC ATP Speed limit curves calculated, when train is run by predicting equipment to condominium region, row
Vehicle receives the MA information of CTCS and CBTC respectively.Onboard system is positioned according to train and line information, calculates CTCS's respectively
The ATP Speed limit curves of ATP Speed limit curves and CBTC.Assume that train is run from lower bound speed area to high speed limit area in Fig. 5.According to song
Line fusion principle fusion after curve as shown in fig. 6, i.e. train from lower bound speed area to high speed limit area convert when, directly rise to high speed
Target point.If Fusion failure, the MA of train is still determined by CBTC, but the speed of train is limited by CTCS speed limits
System, i.e., speed of the train after indicating equipment is switched should not be greater than the speed limit of CTCS standards, is illustrated in figure 7 fusion switching and loses
The rate curve of train when losing has readjusted target control curve according to the MA information of CBTC.
It should be noted that the speed limit in high speed limit area is more than the speed limit in lower bound speed area.
Present embodiment ensure that train it is not parking, it is steady, efficiently and safely put down between two kinds of standards of CTCS and CBTC
Steady switching, two kinds of standards of realization interconnect.
Further, on the basis of above method embodiment, the method further includes：
If S104, from the first train operation standard successful switch be the second train operation standard, select institute
More elder is stated in the first MA information and the 2nd MA information to calculate the target ATP Speed limit curves.
If S105, the second train operation standard handover failure, select the first MA information and the 2nd MA
Shorter person calculates the target ATP Speed limit curves in information.
Specifically, train is switched by switching standard equipment when train does not complete standard later, will be carried out pressure switching, is arranged
Vehicle controlling curve is according to choosing most tight rate curve in the two, and corresponding mobile authorization determines to work as before being switched according to controlling curve
Preceding mobile authorization, as shown in figure 3, to ensure the safe operation of train.
For example, when train switches from CTCS to CBTC, it is assumed that train is run from high speed limit area to lower bound speed area, such as
Shown in Fig. 2, if Fusion failure, the MA of train is still determined by CTCS, but the speed of train is limited by CBTC speed limits
System, i.e. speed of the train after indicating equipment is switched should not be greater than the minimum speed of two kinds of standards, and Fig. 4 is shown as fusion switching and loses
The rate curve of train when losing has readjusted target control curve according to the MA information of CTCS.
In another embodiment, when train switches from CBTC to CTCS, it is assumed that train is from lower bound speed area to high speed limit
Area is run, if as shown in figure 5, Fusion failure, the MA of train are still determined by CBTC, but the speed of train is by CTCS
The speed of the limitation of speed limit, i.e. train after indicating equipment is switched should not be greater than the speed limit of CTCS standards, is illustrated in figure 7 and melts
The rate curve of train, target control curve has been readjusted according to the MA information of CBTC when closing handover failure.
The apparatus embodiments described above are merely exemplary, wherein the unit illustrated as separating component can
To be or may not be physically separate, the component shown as unit may or may not be physics list
Member, you can be located at a place or can also be distributed in multiple network element.It can be selected according to the actual needs
In some or all of module realize the purpose of this embodiment scheme.Those of ordinary skill in the art are not paying creativeness
Labour in the case of, you can to understand and implement.
Through the above description of the embodiments, those skilled in the art can be understood that each embodiment can
It is realized by the mode of software plus required general hardware platform, naturally it is also possible to pass through hardware.Based on such understanding, on
Technical solution is stated substantially in other words to embody the part that the prior art contributes in the form of software product, it should
Computer software product can store in a computer-readable storage medium, such as ROM/RAM, magnetic disc, CD, including several fingers
It enables and (can be personal computer, server or the network equipment etc.) so that computer equipment is used to perform each implementation
Method described in certain parts of example or embodiment.
It should be noted that：The above embodiments are merely illustrative of the technical solutions of the present invention, rather than its limitations；Although reference
The present invention is described in detail in previous embodiment, it will be understood by those of ordinary skill in the art that：It still can be right
Technical solution recorded in foregoing embodiments modifies or carries out equivalent replacement to which part technical characteristic；And this
A little modifications are replaced, the spirit and model of various embodiments of the present invention technical solution that it does not separate the essence of the corresponding technical solution
It encloses.
Claims (8)
1. a kind of ATP Speed limit curve fusion methods of difference train operation standard, which is characterized in that including：
After the train is run by predicting equipment to the condominium region, under the first train operation standard is received respectively
Under one train location information, the first train line information, first movement mandate MA information and the second train operation standard
Two train location informations, the second train line information, the 2nd MA information；
According to being calculated the first MA information, the first train location information and the first train line information
The first ATP Speed limit curves under first train operation standard, and according to the 2nd MA information, the second train location information
The 2nd ATP Speed limit curves under the second train operation standard are calculated with the second train line information；
The first ATP Speed limit curves and the 2nd ATP Speed limit curves are merged, obtain the target ATP of the train
Speed limit curve.
2. according to the method described in claim 1, it is characterized in that, the first train operation standard is Train control system
Unite the CTCS or train operation control system CBTC based on communication；
Accordingly,
The second train operation standard is the CBTC or described CTCS.
It is 3. according to the method described in claim 1, it is characterized in that, described to the first ATP Speed limit curves and described second
ATP Speed limit curves are merged, and are obtained the target ATP Speed limit curves of the train, are specifically included：
If the Maximum speed limit of the first ATP Speed limit curves is higher than the Maximum speed limit of the 2nd ATP Speed limit curves, the mesh
Mark ATP Speed limit curves reduces speed limit to the Maximum speed limit of the 2nd ATP Speed limit curves in switching point.
It is 4. according to the method described in claim 1, it is characterized in that, described to the first ATP Speed limit curves and described second
ATP Speed limit curves are merged, and are obtained the target ATP Speed limit curves of the train, are specifically included：
If the Maximum speed limit of the first ATP Speed limit curves is less than the Maximum speed limit of the 2nd ATP Speed limit curves, the mesh
Mark ATP Speed limit curves improve speed limit to the Maximum speed limit of the 2nd ATP Speed limit curves immediately in switching point.
It is 5. according to the method described in claim 1, it is characterized in that, described to the first ATP Speed limit curves and described second
ATP Speed limit curves are merged, and are obtained the target ATP Speed limit curves of the train, are specifically included：
If the Maximum speed limit of the first ATP Speed limit curves is equal to the Maximum speed limit of the 2nd ATP Speed limit curves, the mesh
Mark ATP Speed limit curves need not be changed in switching point.
6. according to the method described in claim 1, it is characterized in that, the method further includes：
If being the second train operation standard from the first train operation standard successful switch, the first MA is selected to believe
Breath calculates the target ATP Speed limit curves with more elder in the 2nd MA information.
7. according to the method described in claim 1, it is characterized in that, the method further includes：
If the second train operation standard handover failure selects shorter in the first MA information and the 2nd MA information
Person calculates the target ATP Speed limit curves.
8. according to the method described in claim 1, it is characterized in that, the first train operation standard and second train fortune
The ground installation redundancy of row standard is arranged on by the track in the condominium region.
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| CN110194201B (en) * | 2019-06-20 | 2021-06-04 | 中铁二院工程集团有限责任公司 | Train control grade conversion system and method thereof |
| CN112319560A (en) * | 2021-01-04 | 2021-02-05 | 西门子交通技术(北京)有限公司 | Train control method, device and storage medium |
| CN112678034A (en) * | 2021-01-14 | 2021-04-20 | 北京交通大学 | Train operation control system compatible with CTCS-2 and CBTC |
| CN113753103A (en) * | 2021-08-11 | 2021-12-07 | 交控科技股份有限公司 | Train running speed control method compatible with CTCS system and city system |
| CN113753103B (en) * | 2021-08-11 | 2022-09-02 | 交控科技股份有限公司 | Train running speed control method compatible with CTCS system and city system |
| CN113844501A (en) * | 2021-08-25 | 2021-12-28 | 通号城市轨道交通技术有限公司 | Train control system switching method and device |
| CN113844501B (en) * | 2021-08-25 | 2024-04-26 | 通号城市轨道交通技术有限公司 | Train control system type switching method and device |
| CN114148376A (en) * | 2021-12-03 | 2022-03-08 | 中车唐山机车车辆有限公司 | Braking curve switching control method and railway vehicle |
| WO2023098885A1 (en) * | 2021-12-03 | 2023-06-08 | 中车唐山机车车辆有限公司 | Brake curve switching control method and rail vehicle |
| CN114148376B (en) * | 2021-12-03 | 2023-07-21 | 中车唐山机车车辆有限公司 | Brake curve switching control method and railway vehicle |
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