CN112429017A - Train linkage control method in area controller based on single-train automatic protection - Google Patents
Train linkage control method in area controller based on single-train automatic protection Download PDFInfo
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- 238000013475 authorization Methods 0.000 claims description 25
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
- B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems
- B61B1/005—Rail vehicle marshalling systems; Rail freight terminals
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G7/00—Details or accessories
- B61G7/14—Safety devices
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0018—Communication with or on the vehicle or train
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Abstract
The invention relates to a train linkage control method in a zone controller based on single train automatic protection, which comprises the following steps: the zone controller ZC realizes the unified description of all trains through 'automatic train protection', the 'automatic train protection' covers all possible zones of the trains, combines the 'automatic train protection' of the trains participating in the linked operation into a single 'automatic train protection', and simplifies the control flow of the linked trains. Compared with the prior art, the method has the advantages of high abstraction degree of a processing mechanism, low coupling of communication interfaces, consistent operation processing modes of the linked/non-linked trains and the like.
Description
Technical Field
The invention relates to the technical field of rail transit signal safety control, in particular to a train coupling control method in a zone controller based on single train automatic protection.
Background
The train coupling operation is a common operation mode in a rail transit line, and particularly in a line with a CBTC (communication based train control) full-automatic operation mode, the position tracking and train movement authorization calculation of a train participating in the coupling operation are realized by a Zone Controller (ZC), so that the safety protection of the train coupling operation is realized. The coupled train is managed as a whole, and the trains participating in coupling operation need to be safely combined, so that the train loss can be avoided in the coupling process.
Through search, chinese patent publication No. CN 110936983a discloses an automatic train coupling method for rail transit, which includes: a train coupling process for automatically coupling the train in the coupling mode to the coupled front train; and the train decompiling process is used for automatically decompiling the train mixed marshalling in the decompiled area. However, the automatic train coupling method generally suffers from the following problems during the actual operation:
1. in the process of linkage, the trains participating in linkage operation are respectively communicated with the ZC, and different train information is asynchronous in the ZC;
2. in the coupling process, the trains participating in the coupling operation are independently positioned, and the position information provided by different trains is overlapped and even opposite to the actual condition;
3. in the coupling process, the train participating in the coupling operation performs coupler collision at a certain speed to complete the coupling operation, and the movement authorization needs to consider the collision of the coupling train.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provide a train linkage control method in a zone controller based on single-train automatic protection, which has high abstraction degree of a processing mechanism, low coupling of communication interfaces and consistent operation processing modes of linked/non-linked trains.
The purpose of the invention can be realized by the following technical scheme:
according to one aspect of the invention, a train linkage control method in a zone controller based on single-train automatic protection is provided, and the method comprises the following steps: the zone controller ZC realizes the unified description of all trains through 'automatic train protection', the 'automatic train protection' covers all possible zones of the trains, combines the 'automatic train protection' of the trains participating in the linked operation into a single 'automatic train protection', and simplifies the control flow of the linked trains.
As a preferred technical scheme, the method specifically comprises the following steps:
step A: a train connection management area is arranged in the ZC;
and B: ZC calculates the moving authorization from the stop point of the train linkage management area to the 'train automatic protection' 1;
and C: ZC updates 'train automatic protection' 1 to be in a linked ready state;
step D: ZC calculates the 'train automatic protection' 2 and carries out linkage operation moving authorization with the 'train automatic protection' 1;
step E: the ZC combines the 'automatic train protection' 1 and the 'automatic train protection' 2 which finish the coupling operation into 'automatic train protection' 3.
As a preferred technical solution, the train linkage management area in step a includes a train linkage area and a linkage parking point.
As a preferred technical solution, the length of the train coupling area and the distance from the coupling parking point to the boundary point of the train coupling area need to be set in consideration of the following four factors:
a) can be used for maximum length of single train in linkage operation
b) The hitching operation allows for a train collision speed;
c) the train minimum guaranteed emergency braking rate;
d) and the emergency braking rate response of the train is delayed.
As a preferred technical solution, the step B is specifically as follows:
B1) ZC calculates the movement authorization for 'automatic train protection' 1, and needs to ensure that the 'automatic train protection' 1 corresponds to the train1 which can normally stop at a linked stopping point;
B2) ZC calculates that the mobile authorization can not cross the boundary point of the train coupling area for 'automatic train protection' 1.
As a preferred technical solution, the step C is specifically as follows:
C1) the ZC sets a 'train automatic protection' 1 to be a linkage ready state according to the 'train automatic protection' 1 corresponding to the linkage ready state of the train 1;
C2) ZC calculates the position of the tail of the train for the 'automatic train protection' 1 in the ready state of coupling without considering that the 'automatic train protection' 1 corresponds to the train1 and then slips.
As a preferred technical solution, the step D is specifically as follows:
D1) ZC is 'automatic train protection' 2, and when calculating the movement authorization of the coupling operation, the front 'automatic train protection' 1 is required to be ensured to be in a coupling ready state;
D2) ZC calculates the linkage operation movement authorization including the collision movement authorization and the collision speed with the train automatic protection 1 as the train automatic protection 2;
D3) ZC calculates the designated distance that the linkage operation moving authorization should enter the interior of the automatic train protection 1 for the automatic train protection 2, and the distance needs to consider the positioning error of the automatic train protection 1 corresponding to the train 1.
As a preferable technical scheme, the collision speed of the "automatic train protection" 2 and the "automatic train protection" 1 can be considered by the following two factors:
a) the minimum collision speed of the train coupler in the coupling operation is achieved;
b) maximum allowable collision speed of train coupler.
As a preferred technical solution, the step E is specifically as follows:
E1) the ZC receives that the 'train automatic protection' 1 corresponds to the train1 and sends a train tail linkage state;
E2) the ZC receives the 'automatic train protection' 2 and sends a train head linkage state corresponding to the train 2;
E3) ZC merges 'train automatic protection' 1 and 'train automatic protection' 2 into 'train automatic protection' 3.
As a preferred technical solution, the range of the combined "automatic train protection" 3 takes the following two factors into consideration:
a) after combination, the head position of the 'automatic train protection' 3 is the head position of the 'automatic train protection' 1;
b) and the tail position of the combined 'automatic train protection' 3 is the tail position of the combined 'automatic train protection' 2.
Compared with the prior art, the invention has the following advantages:
1. the processing mechanism is high in abstraction degree, different types of train coupling operation are abstracted to 'automatic train protection', the description and the protection of the coupling process are realized by combining different 'automatic train protection' into a single 'automatic train protection', the processing of the coupling train and the non-coupling train in the ZC is unified, the coupling operation processing flow is simplified, and the processing efficiency of the system is improved.
2. The interface is concise, the management of the train coupling operation is realized through the train-ZC interface, the train-ZC interface message only needs to increase the identity information of the coupling end and the coupling train at the opposite end, the message interface is concise and easy to understand and apply, and meanwhile, the safety of the system for processing the coupling operation is improved through the comparison and verification of the interface information which participates in the transmission of the coupling train.
Drawings
FIG. 1 is a schematic view of a train hitching management area;
FIG. 2 is a schematic diagram of the movement authorization calculated by ZC of "automatic train protection" 1 corresponding to a train1 to a stopping point of a train coupled area stopping area a;
FIG. 3 is a schematic diagram of the calculation of train2 corresponding to "automatic train protection" 2 and the movement authorization of the linked operation of train1 corresponding to "automatic train protection" 1 by ZC;
FIG. 4 is a schematic diagram of a ZC combining "automatic train protection" 1 and "automatic train protection" 2 which complete the hitching operation into "automatic train protection" 3;
fig. 5 is a schematic diagram of a train coupling control flow in a zone controller based on single "train automatic protection".
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, not all, embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, shall fall within the scope of protection of the present invention.
The invention relates to a train linkage control method in a zone controller based on single 'automatic train protection', which is characterized in that a train linkage operation execution area is abstracted into a train linkage management area, and train linkage operation is abstracted into 'automatic train protection' combined operation, so that differences among different line conditions/different train types are shielded, and train linkage operation processing mechanisms and flows in the zone controller are unified, so that a train linkage function is realized.
As shown in fig. 5, the method of the present invention specifically includes the following steps:
step F1001: a train coupling management area is arranged in a ZC, wherein the length of the train coupling area needs to ensure that two lines of the line can be used for completing the coupling operation of the longest train in the coupling operation, and the distance from a coupling parking point to the boundary point of the train coupling area needs to meet the emergency braking parking distance after the train completes the coupling operation. As shown in fig. 1, the distance (D _ Couple _ EBDist) from the coupling parking point to the train coupling zone boundary point needs to satisfy the following relationship:
D_Couple_EBDist≥V_CoupleMax^2/(2*A_Decel)+V_CoupleMax*T_EBDelay
the train linkage Zone Length (D _ Couple _ Zone _ Length) should satisfy the following relationship:
D_Couple_Zone_Length≥D_SSA_a+D_SSA_b+2*D_Couple_EBDist
D_SSA_a≥D_Max_Couple_Train_Length
D_SSA_b≥D_Max_Couple_Train_Length
wherein D _ SSA _ a represents the train linkage parking area a length; d _ SSA _ b represents the length of the parking area b of the train linkage area; v _ CopleMax represents the maximum allowable coupling speed of the train coupling management area; a _ Decel represents the minimum guaranteed braking rate of the coupling train; t _ EBDelay represents the response delay of the emergency braking rate of the train; d _ Max _ Couple _ Train _ Length represents the maximum Length of a single Train available for hitching operation.
As shown in fig. 2, step F1002: ZC is the movement authorization calculated to the stopping point of a stopping area a of the linked area of the train corresponding to the train1 as the linked 'automatic train protection' 1, ZC is the 'automatic train protection' 1 corresponding to the train1 and calculates the movement authorization distance to the stopping point of the stopping area a of the linked area greater than or equal to the minimum accessible distance (D _ Approx _ Dist) of the train, and ZC is the 'automatic train protection' 1 corresponding to the train1 and calculates the movement authorization to not cross the boundary point of the linked area of the train.
Step F1003: after the 'automatic train protection' 1 corresponds to the train1 and is stably stopped at a stopping point of a train parking area a, the ZC sets the 'automatic train protection' 1 to be in a coupling ready state according to the coupling ready state of the 'automatic train protection' 1 corresponding to the train1, and meanwhile, when the ZC calculates the position of the tail of the train for the 'automatic train protection' 1, the sliding of the train1 corresponding to the 'automatic train protection' 1 is not required to be considered. The "train auto guard" 1 in the ready-to-hitch state at this time can be hitched.
As shown in fig. 3, step F1004: after the 'automatic train protection' 1 can be linked, ZC calculates the collidable movement authorization and the collidable speed which can be linked with the 'automatic train protection' 1 corresponding to the 'automatic train protection' 2 and the train2, wherein the collidable movement authorization should enter the distance D _ colloid _ Dist inside the 'automatic train protection' 1, and the D _ colloid _ Dist satisfies the following relations:
D_Collide_Dist≥D_Delta_Train1+D_Delta_Train2
the collidable speed V _ collision needs to satisfy the following relationship:
V_Collide_Max≥V_Collide≥V_Collide_Min
wherein D _ Delta _ Train1 is the positioning error of Train1 corresponding to the 'automatic Train protection' 1; d _ Delta _ Train2 is the positioning error of the Train2 corresponding to the automatic Train protection 2; v _ Collide _ Min represents the minimum collision speed of the coupler required by the train1 corresponding to the automatic train protection 1 and the train2 corresponding to the automatic train protection 2 for completing the coupling operation; v _ Collide _ Max is the maximum collision speed which can be borne by the coupler of the train1 corresponding to the automatic train protection 1 and the coupler of the train2 corresponding to the automatic train protection 2.
Step F1005: after the train2 corresponding to the automatic train protection 2 and the train1 corresponding to the automatic train protection 1 collide and are hung successfully, the ZC receives that the train tail sent by the train1 corresponding to the automatic train protection 1 is in a linked state, the ZC also receives that the train head sent by the train2 corresponding to the automatic train protection 2 is in a linked state, and the ZC combines the automatic train protection 1 and the automatic train protection 2 into the automatic train protection 3.
As shown in fig. 4, the ZC sets the "train automatic protection" 3 head position to the "train automatic protection" 1 head position after merging, and the ZC sets the "train automatic protection" 3 tail position to the "train automatic protection" 2 tail position after merging.
While the invention has been described with reference to specific embodiments, the invention is not limited thereto, and various equivalent modifications and substitutions can be easily made by those skilled in the art within the technical scope of the invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (10)
1. A train linkage control method in a zone controller based on single train automatic protection is characterized by comprising the following steps: the zone controller ZC realizes the unified description of all trains through 'automatic train protection', the 'automatic train protection' covers all possible zones of the trains, combines the 'automatic train protection' of the trains participating in the linked operation into a single 'automatic train protection', and simplifies the control flow of the linked trains.
2. The method for controlling train linkage in the zone controller based on single-train automatic protection according to claim 1, characterized by comprising the following steps:
step A: a train connection management area is arranged in the ZC;
and B: ZC calculates the moving authorization from the stop point of the train linkage management area to the 'train automatic protection' 1;
and C: ZC updates 'train automatic protection' 1 to be in a linked ready state;
step D: ZC calculates the 'train automatic protection' 2 and carries out linkage operation moving authorization with the 'train automatic protection' 1;
step E: the ZC combines the 'automatic train protection' 1 and the 'automatic train protection' 2 which finish the coupling operation into 'automatic train protection' 3.
3. The method for train linkage control in the zone controller based on single-train automatic protection as claimed in claim 2, wherein the train linkage management zone in step a comprises a train linkage zone and a linkage stop point.
4. The method for train linkage control in the zone controller based on single-train automatic protection as claimed in claim 3, wherein the length of the train linkage zone and the distance from the linkage stop point to the boundary point of the train linkage zone are set by considering the following four factors:
a) can be used for maximum length of single train in linkage operation
b) The hitching operation allows for a train collision speed;
c) the train minimum guaranteed emergency braking rate;
d) and the emergency braking rate response of the train is delayed.
5. The method for controlling train linkage in the area controller based on single-train automatic protection according to claim 2, wherein the step B is specifically as follows:
B1) ZC calculates the movement authorization for 'automatic train protection' 1, and needs to ensure that the 'automatic train protection' 1 corresponds to the train1 which can normally stop at a linked stopping point;
B2) ZC calculates that the mobile authorization can not cross the boundary point of the train coupling area for 'automatic train protection' 1.
6. The method for controlling train linkage in the area controller based on single-train automatic protection according to claim 2, wherein the step C is specifically as follows:
C1) the ZC sets a 'train automatic protection' 1 to be a linkage ready state according to the 'train automatic protection' 1 corresponding to the linkage ready state of the train 1;
C2) ZC calculates the position of the tail of the train for the 'automatic train protection' 1 in the ready state of coupling without considering that the 'automatic train protection' 1 corresponds to the train1 and then slips.
7. The method for controlling train linkage in the area controller based on single-train automatic protection according to claim 2, wherein the step D is as follows:
D1) ZC is 'automatic train protection' 2, and when calculating the movement authorization of the coupling operation, the front 'automatic train protection' 1 is required to be ensured to be in a coupling ready state;
D2) ZC calculates the linkage operation movement authorization including the collision movement authorization and the collision speed with the train automatic protection 1 as the train automatic protection 2;
D3) ZC calculates the designated distance that the linkage operation moving authorization should enter the interior of the automatic train protection 1 for the automatic train protection 2, and the distance needs to consider the positioning error of the automatic train protection 1 corresponding to the train 1.
8. The method for controlling train linkage in the zone controller based on single-train automatic protection according to claim 7, wherein the collision speed of the "train automatic protection" 2 and the "train automatic protection" 1 is determined by considering the following two factors:
a) the minimum collision speed of the train coupler in the coupling operation is achieved;
b) maximum allowable collision speed of train coupler.
9. The method for controlling train linkage in the area controller based on single-train automatic protection according to claim 2, wherein the step E is as follows:
E1) the ZC receives that the 'train automatic protection' 1 corresponds to the train1 and sends a train tail linkage state;
E2) the ZC receives the 'automatic train protection' 2 and sends a train head linkage state corresponding to the train 2;
E3) ZC merges 'train automatic protection' 1 and 'train automatic protection' 2 into 'train automatic protection' 3.
10. The method for controlling train linkage in the zone controller based on single-train automatic protection according to claim 9, wherein the combined "train automatic protection" 3 range takes the following two factors into account:
a) after combination, the head position of the 'automatic train protection' 3 is the head position of the 'automatic train protection' 1;
b) and the tail position of the combined 'automatic train protection' 3 is the tail position of the combined 'automatic train protection' 2.
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| CN113771885A (en) * | 2021-11-09 | 2021-12-10 | 比亚迪股份有限公司 | Train marshalling method and device, computer equipment and storage medium |
| CN115465335A (en) * | 2022-09-05 | 2022-12-13 | 浙江众合科技股份有限公司 | Method and system for controlling train to be automatically connected at one time by self-adaptive signal system |
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