CN113371034A - Blocking system and method based on train brake management - Google Patents
Blocking system and method based on train brake management Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
- B61L23/14—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated
- B61L23/18—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated specially adapted for changing lengths of track sections in dependence upon speed and traffic density
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
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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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- H04W4/44—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P] for communication between vehicles and infrastructures, e.g. vehicle-to-cloud [V2C] or vehicle-to-home [V2H]
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- Train Traffic Observation, Control, And Security (AREA)
Abstract
A blocking system and a method are provided, which belong to the technical field of railway traffic management. The method comprises the following steps: determining the event time of the train arriving at the geographical location event and the train braking functionality, and taking safety control of train braking according to the event time of the train arriving at the geographical location event and the train braking functionality. The system comprises: the train braking safety control system comprises a train and a data source, wherein the train is used for acquiring functional knowledge of train braking, receiving event time information sent by the data source on the ground, and performing safety control on train braking of the train according to the functional knowledge and the event time information, and the data source is used for generating event time information of a geographical position event when the train arrives at the data source and sending the event time information to the train. The invention realizes the signals of near field communication, can eliminate the network space war of the interval signals, is convenient to be applied to mountainous regions, canyons, long tunnel terrains, unmanned areas and land bridge areas, and is convenient to realize the interval time operation of small-tracking trains of group trains.
Description
Technical Field
The invention belongs to the technical field of railway traffic management, and particularly relates to a blocking system and a blocking method.
Background
Train braking force (braking force of train) is used as a high-quality renewable resource (renewable resources) which has not been deeply explored for ensuring service security of train operation control and improving resource management efficiency of railway traffic management (efficiency), and a new generation information system (information system) needs to deploy a technical scheme of resource information mining (resource information mining).
The block system is that the railway sets a set of running equipment and running organization system on the running management to control the action of train section, and it is ensured that only one train runs in the stations, the stations and the block subarea in the same time, and there are automatic block, semi-automatic block and telephone block, etc. by controlling the relevant equipment set in the stations (line stations) or by the signal machine (including the contact system after the equipment fails due to fault). The three-display automatic block and the four-display automatic block have the problems of limited passing capability and difficult production and maintenance, the CTCS-3-level train operation control system has the problems of long radio wave propagation path, insufficient timeliness and poor wireless network space safety of a train, the CTCS-3 system also has the problems of poor terrain adaptability and/or poor maintainability of the system in the geographic environments of mountains, canyons, long tunnels, unmanned areas and land bridges in the radio communication of the train, the CBTC system has the problem that the requirement of the subway system for the early and late peak capacity cannot be met due to too long train tracking interval time, and a new-generation information system needs to deploy a new technical scheme.
The station passing capacity (carrying capacity of station) means that under the condition of the existing equipment, the station adopts an advanced and reasonable technical operation process, the number of freight trains which can be sent and received all around and the number of passenger trains specified by a running diagram all around are adopted, at present, the station passing capacity of a passenger station is a key success factor (critical success factor) for improving the transportation capacity of a special line for passenger transport in China, the problem of limited station passing capacity can be solved by rebuilding the station and adopting various new technologies, including installing advanced information, connection and closing equipment, and an advanced technical scheme needs to be deployed in a new generation of information system.
The structural integrity of a train refers to whether the train is in a chain aggregation (fragmentation) state during operation, most of the existing train structural integrity checks that run on the existing line adopt methods such as a track circuit type, a contact connector type, a jumper type, a GPS positioning type and the like to determine whether the train chain aggregation is in the fragmentation state, the latest technical level of the chain aggregation fragmentation failure handling (emergency train failure) is the most critical technical problem that restricts small train formation, high density and high speed operation of the train, and is also the focus of continuous research in the industry, and a new generation of information system needs to deploy a new train chain aggregation fragmentation failure handling technical scheme.
Disclosure of Invention
The invention aims to provide a blocking system and a blocking method so as to ensure the service safety of train operation control and improve the resource management efficiency of railway traffic management.
The invention firstly proposes the concept of guaranteeing the service safety of blocking by train brake safety management (safety management) and the concept of improving the resource management efficiency of train brake safety management by equipment interference (consensus). The method comprises the steps of train traction force (train) functional (functional) confirmation (validation), train braking force functional confirmation, train arrival geographic position event time risk monitoring (risk monitoring and control), train interval time tracking (time interval spaced by automatic block signaling) monitoring process (monitoring and controlling), emergency braking (emergency braking) knowledge discovery (knowledge discovery), case representation (case representation-knowledge retrieval (knowledge blocking retrieval), train braking (in braking) functional (function coordination), initial braking (event spaced braking) scheduling (re-scheduling) and braking control (safety control) of train arrival geographic position event, and train braking control (safety control) scheduling (safety monitoring) and braking control (safety control) of train arrival geographic position event, emergency braking (monitoring and controlling) and braking of train arrival in advance of train arrival geographic position event, emergency braking of train arrival of geographic position event, emergency braking of train arrival of geographic position event, emergency braking of arrival of train arrival of train arrival of geographic position event, emergency braking of arrival of train arrival of train, emergency of arrival of train arrival of train, of arrival of train arrival of train, of arrival of train at the event, of arrival of train at the arrival of train, of arrival of train at the arrival of the event, of arrival of train, of arrival of the train at the arrival of the train, of the arrival of the train at the arrival of the train, of the arrival of the train at the arrival of the train, of the arrival of, Resource management efficiency of train brake safety management is improved by resource-information time series analysis (time-series analysis of resource information), train brake resource-limited scheduling (resource-limited scheduling), train brake force resource allocation (resource allocation) and time management (time management).
In a first aspect, the present invention provides a method of occlusion, the method comprising: determining the event time of the train arriving at the geographical location event and the train braking functionality, and taking safety control of train braking according to the event time of the train arriving at the geographical location event and the train braking functionality.
With reference to the first aspect, in a first possible implementation manner of the first aspect, the method includes: determining the braking deceleration infimum of the emergency brake of the train, the braking deceleration supremum of the service brake of the train, the braking distance of the emergency brake of the train, the length of the train, the plan of the event time of the event that the train arrives at the geographical position and the event time of the event that the train arrives at the geographical position, generating a train speed control signal required for ensuring the running safety of the train according to the infimum, the braking distance, the length, the plan and the event time, and adopting the control of train traction and train braking according to the event time and the signal.
With reference to the first aspect, in a second possible implementation manner of the first aspect, the method includes: determining the train functionality and line functionality of a group, the fact knowledge of any train arriving at the geographical location event, weather report information, hydrological observation information, earthquake alarm information, scheduling instruction information, interlocking state information, any train functional information, section line functional information and the event time of the train arriving at the geographical location event, generating a knowledge representation required for ensuring the driving safety according to the functionality, the fact knowledge, the information and the event time, and adopting the safety control of train braking according to the event time and the knowledge representation.
With reference to the first aspect, in a third possible implementation manner of the first aspect, the method includes: determining a train operation diagram, a geographic identifier of a geographic position, a distance between the geographic positions and an event time of the arrival of the train at the geographic position, generating an instruction required by the implementation of a parking brake process according to the train operation diagram, the geographic identifier, the distance and the event time, and adopting the control of the parking brake of the train brake according to the event time and the instruction.
With reference to the first aspect, in a fourth possible implementation manner of the first aspect, the method includes: determining train position representation, time frequency reference and fact knowledge of the arrival of the train at the geographic position event, generating an instruction required by formation of a group of trains for safe driving according to the train position representation, the time frequency reference and the fact knowledge, and controlling train braking according to the event time and the instruction.
With reference to the first aspect, in a fifth possible implementation manner of the first aspect, the method includes: determining the event time of the arrival of the front part of the train body at the geographic position event and the event time of the arrival of the tail part of the train at the geographic position event, mining the knowledge of whether the train chain aggregation is cracked or not according to the event time, and adopting the control of train braking according to the event time and the knowledge.
In a second aspect, the present invention provides a blocking system, comprising a train and a data source, wherein the train is configured to obtain train braking functionality knowledge, receive event time information sent by the data source on the ground, and perform safety control of train braking according to the train braking functionality knowledge and the event time information; the data source is used for generating event time information of a geographical position event of the arrival of the train at the data source and sending the event time information to the train.
With reference to the second aspect, in a first possible implementation manner of the second aspect, the method includes: the train comprises a train, a data source and an information highway, wherein the train is used for storing and transmitting the brake deceleration infimum of the emergency brake of the train, the brake deceleration supremum of the service brake, the braking distance of the emergency brake, the train length and the event time information of the event that the train arrives at the geographic position to the information highway on the ground, receiving the brake deceleration infimum of the emergency brake of the train which is ahead on the same track, the brake deceleration supremum of the service brake, the braking distance of the emergency brake, the train length and the event time information of the event that the train arrives at the geographic position, transmitted by the information highway on the ground, receiving the brake deceleration infimum of the emergency brake of the train which is behind the same track, the brake deceleration supremum of the service brake, the braking distance of the emergency brake, the train length and the event time information that the train arrives at the geographic position, receiving event time information sent by a data source on the ground, and controlling train braking of the train according to the braking deceleration infimum limit, the braking distance, the train length and the event time; the data source is used for generating event time of a geographical position event when a train reaches the data source and event time information of the geographical position event when a same-track forward train of the train reaches the data source, and sending the event time information to the train; the information highway is used for receiving the braking deceleration infimum of the emergency brake, the braking deceleration supremum of the service brake, the braking distance of the emergency brake, the train length and the event time information of the event of the geographical position of arrival of the train which are sent by the train, sending the braking deceleration infimum of the emergency brake of the train which is in front of the same track of the train, the braking deceleration supremum of the service brake, the braking distance of the emergency brake, the train length and the event time information of the event of the geographical position of arrival of the train to the train, and sending the braking deceleration infimum of the emergency brake of the train which is in back of the same track of the train, the braking deceleration supremum of the service brake, the braking distance of the emergency brake, the train length and the event time information of the event of the geographical position of arrival of the train to the train.
With reference to the second aspect, in a second implementation of the second aspect, the system includes a train, a data source, and a knowledge management system, where the train is configured to receive event time information sent by the data source on the ground, receive knowledge representation information sent by the knowledge management system on the ground, perform safety control of train braking of the train according to the knowledge representation and event time, generate event time information of an event that the train arrives at a geographic location, and send the event time information to the knowledge management system; the data source is used for generating event time information of a geographical position event of the train arriving at the data source and sending the event time information to the train; the knowledge management system is used for receiving event time information of a train arrival geographical position event sent by any train, managing train functionality and line functionality knowledge of a group, managing fact knowledge of the train arrival geographical position event of any train, managing weather report information, hydrological observation information, earthquake alarm information, scheduling instruction information, interlocking state information, train functionality information and interval line functionality information, generating knowledge service knowledge representation according to the event time information, knowledge, fact knowledge and information, and sending knowledge representation information to any train.
With reference to the second aspect, in a third implementation of the second aspect, the system includes a train, a data source, and an automatic train-receiving and dispatching control system, where the train is configured to receive event time information sent by the data source on the ground, receive a train braking instruction for parking braking sent by the automatic train-receiving and dispatching control system on the ground, take control of train braking of the train according to the event time and the instruction, generate fact knowledge information of a geographic location event where the train arrives at the data source, and send the fact knowledge information to the automatic train-receiving and dispatching control system; the data source is used for generating event time information of a geographical position event of the train arriving at the data source and sending the event time information to the train; the train receiving and dispatching automatic control system is used for storing a train operation diagram, a geographic identifier of the geographic position of a data source and the distance between the geographic positions of the data source, receiving fact knowledge information of a geographic position event of the arrival of the train at the data source, sent by the train, generating a train braking instruction for parking braking according to the train operation diagram, the geographic identifier, the distance and the fact knowledge, and sending the train braking instruction to the train.
With reference to the second aspect, in a fourth implementation of the second aspect, the system includes a train, a data source, and a CTCS-3 train operation control system, where the train is configured to receive time interval information sent by the data source on the ground, receive an operation permission, a group train formation operation control instruction, and a group train decompiling operation control instruction sent by the CTCS-3 train operation control system, adopt control of train braking of the train according to the time interval, the operation permission, the group train formation operation control instruction, and the group train decompiling operation control instruction, generate fact knowledge of a geographic location event where the train reaches the data source and a train location representation of the train, and send the fact knowledge information and the train location representation information to the CTCS-3 train operation control system; the data source is used for generating event time information of a geographical position event of the arrival of the train at the data source, and the event time information is sent to the train; the CTCS-3 level train operation control system is used for receiving fact knowledge information of a geographical position event of a train arriving at a data source and train position representation information of the train, which are sent by any train, generating an operation permission, a group train formation operation control instruction and a group train decompiling operation control instruction according to the fact knowledge and the train position representation, and sending the operation permission, the group train formation operation control instruction and the group train decompiling operation control instruction to any train.
With reference to the second aspect, in a fifth implementation of the second aspect, the system includes a train and a data source, where the train is configured to receive time interval information sent by the data source on the ground, mine knowledge of whether train structural integrity of a train that is on the same track and ahead of the train is cracked according to the event time, and take control of train braking of the train according to the event time and the knowledge; the data source is used for generating the event time of the geographic position event of the arrival of the train at the data source, the event time of the geographic position event of the arrival of the front part of the train body of the train on the same track at the data source and the event time of the geographic position event of the arrival of the tail part of the train on the same track at the data source, and the event time information is sent to the train.
In a third aspect, the present invention provides a data source, comprising a detection module, a clock module, a transmission module and a power module, wherein the detection module is configured to generate a signal for controlling an event time of a geographical location event when a train arrives at the data source, and output the signal to the clock module and the storage module; the clock module is used for generating data of event time of a geographical position event of a train arriving at the data source and outputting the data to the storage module; the storage module is used for caching the data of the event time of the geographical position event of the train arriving at the data source and outputting the data to the transmission module; the transmission module is used for generating a data transmission signal of data of event time of a geographic position event of a train arriving at the data source and outputting the signal to the air space; the power supply module is used for providing electric energy required by the work of the detection module, the clock module, the storage module and the transmission module.
The invention has the beneficial effects that:
1. the near field communication between the information source and the information sink is realized, the propagation path of train radio communication is short, and the adaptability of the terrain of the system is good;
2. the point-to-point communication between the information source and the information sink eliminates the network space war of wireless communication;
3. the train position of the geographic identifier shows that the timeliness of information transmission shown by the train position is good;
4. the data source has weak complexity and small weight and volume, and is convenient for online fault detection and equipment replacement compared with a GSM-R base station;
5. the source quality of information redundancy check and the robustness of fault-tolerant control are good;
6. the automatic blocking of the group trains is realized, and the interval time for tracking the trains is short;
7. the train chain type aggregation and splitting fault handling with redundant knowledge has good robustness of fault-tolerant control.
Drawings
FIG. 1 is a system configuration diagram of the preferred embodiment 1 of the present invention;
FIG. 2 is a resource scenario diagram according to the preferred embodiment 1 of the present invention;
FIG. 3 is a reasoning diagram of the train braking safety control case according to the preferred embodiment 1 of the present invention;
FIG. 4 is a schematic view of an emergency braking configuration according to the preferred embodiment 1 of the present invention;
FIG. 5 is a flow chart of the train braking safety control according to the preferred embodiment 1 of the present invention;
FIG. 6 is a diagram illustrating a rule set of generation formula in accordance with the preferred embodiment 1;
FIG. 7 is a timing diagram of the preferred embodiment 1 of the present invention;
FIG. 8 is a spatiotemporal semantic graph according to the preferred embodiment 1 of the present invention;
FIG. 9 is a table of knowledge of facts in accordance with the preferred embodiment 1 of the present invention;
FIG. 10 is a knowledge asset table according to the preferred embodiment 1 of the present invention;
FIG. 11 is a data flow diagram of the preferred embodiment 1 of the present invention;
FIG. 12 is a functional diagram of the preferred embodiment 1 of the present invention;
FIG. 13 is an exploded view of the preferred embodiment 1 of the present invention;
FIG. 14 is a diagram of development and utilization of train braking force resources according to the preferred embodiment 1 of the present invention;
FIG. 15 is a diagram of a train braking force resource allocation according to the preferred embodiment 1 of the present invention;
FIG. 16 is a diagram of a train braking force resource allocation according to the preferred embodiment 1 of the present invention;
FIG. 17 is a schematic view of a train brake function arrangement according to the preferred embodiment 1 of the present invention;
FIG. 18 is a structure diagram of the risk decomposition in the preferred embodiment 1 of the present invention;
FIG. 19 is a risk registry in accordance with the preferred embodiment of the present invention 1;
FIG. 20 is a flowchart of a process decision procedure in accordance with the preferred embodiment 1 of the present invention;
FIG. 21 is a schematic diagram of a data source in accordance with the preferred embodiment of the present invention 1;
FIG. 22 is a flow chart of the data source in the preferred embodiment 1 of the present invention;
FIG. 23 is a layout view of the preferred embodiment 1 of the present invention;
FIG. 24 is a system configuration diagram of the preferred embodiment 2 of the present invention;
FIG. 25 is a timing diagram of the preferred embodiment 2 of the present invention;
FIG. 26 is a diagram of a rule set for generating a rule according to the preferred embodiment 2 of the present invention;
FIG. 27 is a data flow diagram of the preferred embodiment 2 of the present invention;
FIG. 28 is a layout view of the preferred embodiment 2 of the present invention;
FIG. 29 is a schematic diagram of automatic train group blocking according to the preferred embodiment of the present invention 2;
FIG. 30 is a flowchart of a preferred embodiment 2 process decision procedure;
FIG. 31 is a system configuration diagram of the preferred embodiment of the present invention 3;
FIG. 32 is a resource scenario diagram according to the preferred embodiment 3 of the present invention;
FIG. 33 is a train operating diagram according to the preferred embodiment of the present invention 3;
FIG. 34 is a schematic diagram of an emergency braking configuration according to the braking timing of the preferred embodiment 3 of the present invention;
FIG. 35 is a diagram of a generated rule set according to the preferred embodiment 3 of the present invention;
FIG. 36 is a timing diagram of the preferred embodiment 3 of the present invention;
FIG. 37 is a reasoning diagram of the train braking safety control case according to the preferred embodiment 3 of the present invention;
FIG. 38 is a flow chart of a train braking safety control according to a preferred embodiment 3 of the present invention;
FIG. 39 is a flowchart of a preferred embodiment 3 process decision procedure;
FIG. 40 is a diagram illustrating the mining of information on braking force resources of a train in accordance with a preferred embodiment of the present invention 3;
FIG. 41 is a diagram of a group train formation operation control system according to a preferred embodiment of the present invention 4;
FIG. 42 is a schematic diagram of a group train formation operation control system according to a preferred embodiment of the present invention 4;
FIG. 43 is a train braking safety control case inference diagram of a group train formation operation control system in accordance with a preferred embodiment of the present invention 4;
FIG. 44 is a timing diagram illustrating the control of formation of trains in groups according to the preferred embodiment of the present invention;
FIG. 45 is a preferred embodiment 4 of the present invention illustrating a generated rule set for group train formation operation control;
FIG. 46 is a diagram illustrating a resource scenario for formation of trains in a group according to a preferred embodiment of the present invention;
FIG. 47 is a schematic diagram of emergency braking safety control in formation operation of trains in a group according to the preferred embodiment of the present invention 4;
FIG. 48 is a block diagram of a decision making process for controlling formation of trains in a group according to the preferred embodiment of the present invention;
FIG. 49 is a diagram of a data source and wheel layout according to the preferred embodiment of the present invention 5;
FIG. 50 is a timing diagram of the data source according to the preferred embodiment of the present invention 5;
FIG. 51 is a schematic diagram of a train source in accordance with the preferred embodiment of the present invention 5;
FIG. 52 is a circuit diagram of a data source according to the preferred embodiment of the present invention 5;
FIG. 53 is a resource scenario diagram according to the preferred embodiment of the present invention 5;
FIG. 54 is a data semantic graph according to the preferred embodiment of the present invention 5;
FIG. 55 is a waveform diagram of the data source according to the preferred embodiment of the present invention 5;
FIG. 56 is a waveform diagram of a time measurement array in accordance with the preferred embodiment of the present invention 5;
fig. 57 is a layout view of train equipment according to the preferred embodiment of the present invention 5;
FIG. 58 is a schematic diagram of data element identification in accordance with the preferred embodiment of the present invention 5;
FIG. 59 is a flow chart of a train braking safety control according to the preferred embodiment of the present invention 5;
FIG. 60 is a risk registry in accordance with a preferred embodiment of the present invention 5;
FIG. 61 is a flowchart of a preferred embodiment 5 process decision procedure;
FIG. 62 is a flow chart of the present invention;
FIG. 63 is a space diagram of a train braking resource management strategy in accordance with the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the preferred 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 derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Fig. 1 is a block diagram (block diagram) of a system according to a preferred embodiment 1 of the present invention. The train is provided with a controller, the ground is provided with a data source and an information highway, the data source transmits information to the controller, and the information highway and the controller mutually transfer knowledge.
Fig. 2 is a resource scene (resource scene) diagram according to the preferred embodiment 1 of the present invention. The train A, the train B, the train C, the train D and the train E are provided with controllers and run in the running direction, wherein the train B is a first train ahead of the train A, the train C is a second train ahead of the train A, the train D is a third train ahead of the train A, the train E is a fourth train ahead of the train A, the train A is a first train behind the train B, the train C is a first train ahead of the train B, the train D is a second train ahead of the train B, the train E is a third train ahead of the train B, the train A is a second train behind the train C, and the train B is a first train behind the train C, the train D is a preceding first train of a preceding train of the train C, the train E is a preceding second train of a preceding train of the train C, the train a is a subsequent third train of a subsequent train of the train D, the train B is a subsequent second train of a subsequent train of the train D, the train C is a subsequent first train of a subsequent train of the train D, the train E is a preceding first train of a preceding train of the train D, the train a is a subsequent fourth train of a subsequent train of the train E, the train B is a subsequent third train of a subsequent train of the train E, the train C is a subsequent second train of a subsequent train of the train E, and the train D is a subsequent first train of a subsequent train of the train E.
The sequential data sources are arranged in a point mode along the track and comprise a data source a, a data source c, a data source l, a data source m, a data source n, a data source x, a data source y and a data source z.
The information highway comprises radio communication equipment, a data link and a workstation cluster, wherein the radio communication equipment of the information highway, the radio communication equipment of the information highway and the radio communication equipment of the information highway are arranged on the information highway in a dot mode along a track, and the workstation cluster of the information highway is connected with the radio communication equipment, the radio communication equipment and the radio communication equipment through the data link.
The track between the geographical position of the radio communication equipment of the information highway and the geographical position of the radio communication equipment of the information highway is a section, and the track between the geographical position of the radio communication equipment of the information highway and the geographical position of the radio communication equipment of the information highway is a section.
The maximum number of trains in any interval is less than or equal to 3.
When the controller of any train travels with the train to reach the geographic location of any data source, the data source performs radio communication of information transfer to the controller, in the figure, the controller of train B has just reached the geographical location of data source n as train B travels, data source n is radio communication for information transfer to the controller of train B, the dashed ellipse is radio wave for radio communication, the controller of train D has just reached the geographical location of data source y as train D travels, data source y is radio communication for information transfer to the controller of train D, the dashed ellipse is radio wave for radio communication, the controllers of train a, train C and train E have not just reached the geographical location of any data source as train travels, and no data source has radio communication for information transfer to the controllers of train a, train C and train E.
When the controller of any train reaches the geographical position of any radio communication equipment of the information highway along with the running of the train, the workstation cluster of the information highway, namely the data link of the information highway and the radio communication equipment of the information highway carry out the radio communication of knowledge transfer with the controller, in the figure, the controller of the train C just reaches the geographical position of the radio communication equipment of the information highway along with the running of the train C, the workstation cluster of the information highway, namely the data link of the information highway and the radio communication equipment of the information highway carry out the radio communication of knowledge transfer with the controller of the train C, the dotted line ellipse is the radio wave for radio communication, and the controllers of the train A, the train B, the train D and the train E do not just reach the geographical position of any radio communication equipment of the information highway, the workstation clusters of the information highway are not in radio communication with the controllers of the train A, the train B, the train D and the train E for implementing knowledge transfer through any radio communication device of the data link of the information highway and the information highway.
When the controller of any train reaches the geographic position of any data source along with the running of the train and reaches the geographic position of any radio communication equipment of the information highway, the workstation cluster of the information highway carries out radio communication of knowledge transfer with the controller through the data link of the information highway and the radio communication equipment of the information highway while the data source carries out radio communication of information transfer to the controller.
Fig. 3 is a case braking safety control case reasoning (case braking) diagram of the train according to the preferred embodiment 1 of the present invention. The maximum train number in any interval is less than or equal to 3, which is taken as a precondition to explain the train braking safety control reasoning, and 7 reasoning rules are provided:
rule I1, if any train actively takes an emergency brake with controlled braking distance, then any train encounters an emergency;
rule I2, if the following first train of any train takes an emergency brake with a smaller braking distance, it is the following first train of any train that has a countermeasure;
rule I3, if the following second train of any train takes an emergency brake with a smaller braking distance, it is the following second train of any train that has a countermeasure;
rule I4, if the following third train of any train takes the emergency braking with the brake initial speed rescheduled, then the following third train of any train has a countermeasure;
rule I5, if all subsequent trains of any train follow up with the parking brake scheduled again at the initial brake speed, then all subsequent trains of any train have countermeasures;
rule I6, if any train encounters an emergency, the first train following any train has a countermeasure, the second train following any train has a countermeasure, the third train following any train has a countermeasure, and all the trains following any train have countermeasures, then it is an emergency;
Rule I7 is the safety control of train braking if there is an emergency, any train obtains knowledge services of the information highway and continues to travel at the train speed where train braking is rescheduled with service braking in an emergency, any train obtains knowledge services of the information highway and stops at the train speed where train braking is rescheduled with service braking in an emergency, any train adopts speed regulation with train traction and service braking to ensure that the train interval time is tracked, and any train adopts speed regulation with train traction and service braking to ensure that the interval is reasonable train density.
Fig. 4 is a diagram of an emergency braking (protective style) structure according to a preferred embodiment 1 of the present invention. The horizontal axis is distance S in km, the vertical axis is train speed V, starting at 0, and the vertical axis is km/h, and in the figure, the braking deceleration infimum and 5 emergency braking patterns at 1 emergency braking train speed V4 are shown in total, including 2 emergency braking patterns without releasing train braking force and 3 emergency braking patterns with releasing train braking force.
Shown in dashed lines as the lower limit of brake deceleration, Δ S, at train speed v4 for which the train assumes emergency braking at geographic location S4 ebglbThe braking distance defined under the braking deceleration at the train speed v4 for emergency braking.
One of the solid lines in the figure is a speed-distance curve for taking an emergency brake of the train to travel at a braking initial speed v4 to a geographical position S4 until the train stops at a geographical position S5 at a speed of 0, and a distance Δ S from the geographical position S4 to the geographical position S5 corresponding to the speed-distance curveeb3The braking distance of the emergency brake without releasing the braking force of the train at the train speed v4 of the emergency brake.
The second solid line in the figure is a speed distance curve for the train to travel at the initial braking speed v4 to the geographic position S4 to take the emergency braking until the train speed is v1 and the braking force of the train is relieved to stop at the geographic position S6, and the distance deltaS from the geographic position S4 to the geographic position S6 corresponding to the speed distance curveeb2Relieving train braking force at train speed v1 at train speed v4 for emergency brakingBraking distance of emergency braking.
The third solid line in the figure is a speed distance curve for the train to travel to the geographic position S4 at the initial braking speed v4 and take emergency braking until the train speed is v2, the speed distance curve releasing the braking force of the train to stop at the geographic position S7, and the distance delta S from the geographic position S4 to the geographic position S7 corresponding to the speed distance curve eb1The braking distance of the emergency braking of the train braking force is relieved at the train speed v2 at the train speed v4 for the emergency braking.
The fourth solid line in the figure is a speed distance curve for the train to travel at the initial braking speed v3 to the geographic position S1 to take emergency braking until the train speed is reduced and then the train braking force is relieved to stop at the geographic position S3, and the distance deltaS from the geographic position S1 to the geographic position S3 corresponding to the speed distance curveeb4The braking distance of the emergency braking at the train speed v3 for the emergency braking, which relieves the braking force of the train.
The fifth solid line in the figure is a speed distance curve from the geographical position S1 to the geographical position S2 corresponding to the speed distance curve, wherein the speed distance curve is a speed distance curve from the geographical position S1 to the geographical position S2, and the speed distance curve is a speed distance curve from the initial braking speed v3 to the geographical position S1 to take emergency braking until the speed of the train reaches 0 and stops at the geographical position S2eb5The braking distance of the emergency brake without releasing the braking force of the train at the train speed v3 of the emergency brake.
It will be appreciated that the braking distance of the emergency brake is related to the initial speed at which the train takes the emergency brake, that the braking distance is large if the initial speed is large, that the braking distance is small if the initial speed is small, that the train speed v3 is less than the train speed v4, and that the train speed v3 may be the initial speed, Δ S, at which the train brakes at the train speed v4 are rescheduled eb4And Δ Seb5Can be taken as Delta Seb1、ΔSeb2And Δ Seb3The process of train brake rescheduling implements the required braking distance of the emergency brake.
It will be appreciated that if the train E assumes the braking distance Δ Seb1Emergency braking of which the first train D following the train takes a braking distance Δ Seb2Emergency braking of which the second train C following the train takes a braking distance Δ Seb3Emergency braking of which the third train B following the train takes a braking distance Δ Seb4The subsequent fourth train a of the train acquires the knowledge service of the information expressway and performs parking braking in the process of service braking, and all subsequent trains of the subsequent fourth train a of the train acquire the knowledge service of the information expressway and perform parking braking in the process of service braking, so that the train E, the train D, the train C, the train B, the train a and all subsequent trains of the train a can be ensured not to have equipment collision events.
It can be understood that the blocking is realized by ensuring that only one train runs in any partition at the same time.
It can be understood that train a, train B, train C, train D and train E adopt a monitoring process of tracking train interval time with train traction and service braking, and realize the maintenance of tracking train interval time.
It is appreciated that train a, train B, train C, train D and train E take the risk monitoring of event times of train arrival to geographical location events with train pull and service braking to achieve train density adjustment.
It can be appreciated that train a, train B, train C, train D and train E take the risk monitoring of the event time of the train arrival at the geographic location event with train pull and service braking to achieve automatic train speed limit.
In the preferred embodiment 1 of the present invention, the braking distance Δ is setSeb1As a first emergency braking pattern, the braking distance Δ S is seteb2As a second emergency braking mode, the braking distance Δ S is seteb3As a third emergency braking mode, the braking distance Δ S is setebglbAs the lower limit of brake deceleration at train speed v4 and as a feature of emergency braking mode identification.
It is understood that, on the one hand, the train identifies the train braking process implementation characteristics of its trains ahead of the same track with event time and/or time interval data provided by the data source, and accordingly selects the train braking of the emergency braking mode required by its own train to ensure the driving safety, and on the other hand, the train identifies the train braking process implementation characteristics of its trains ahead of the same track with knowledge of the facts provided by the information highway, and accordingly selects the train braking of the service braking required by its own train, including but not limited to: the method comprises the steps of realizing train speed regulation by using service braking, realizing braking initial speed regulation of train braking rescheduling by using the service braking, realizing train interval time tracking regulation by using the service braking, realizing train density regulation by using the service braking, realizing automatic speed limit of a train by using the service braking, realizing train interval time tracking maintenance by using the service braking, and obtaining safety control of train braking under the combined action of the two aspects.
Fig. 5 is a flow chart (flow chart) of train brake safety control according to the preferred embodiment 1 of the present invention.
at step 514, the train takes the train brakes of the first emergency brake mode and returns to step 501.
As shown in fig. 6, a formula rule set is generated for the preferred embodiment 1 of the present invention. The global database (global database) includes stored constants, variables of the input facts, variables of the intermediate results of the inference, and variable data items of the final results of the inference.
Wherein the stored constants include: the braking distance of the subsequent first train emergency brake, the braking distance of the subsequent second train emergency brake, the braking deceleration (braking lower bound) at the speed of the train going forward the first train emergency brake, the braking deceleration (braking lower bound) at the speed of the train going forward the second train emergency brake, the braking deceleration upper bound (brake upper bound) at the speed of the train going forward the first train service brake, the braking deceleration upper bound at the speed of the train going forward the second train service brake, the schedule (play) of the event time (event) when the preceding second and third trains reach the geographic position (geographic position) event, the braking deceleration lower bound at the speed of the train emergency brake, the braking upper bound at the speed of the train service brake, and the automatic speed limiting information under the electronic map.
It is understood that the schedule of the event time of the second and third trains arriving at the geo-location event ahead of the train via the information highway may be stored as a constant of the time scale (temporal scale) of the machine cycle compared to the machine cycle (machine cycle), and similarly, the automatic train speed limit (automatic train speed limit) information under the electronic map (electronic map) acquired by the train via the information highway may be stored as a constant of the time scale of the machine cycle compared to the machine cycle.
Wherein the input variables of the fact include: the event time of the subsequent second train reaching the geo-location event, the event time of the subsequent first train reaching the geo-location event, the event time of the preceding first train reaching the geo-location event, the event time of the preceding second train reaching the geo-location event, the event time of the preceding third train reaching the geo-location event, the event time of the preceding fourth train reaching the geo-location event, the event time of the preceding fifth train reaching the geo-location event, the train actively taking emergency braking.
It is understood that the train is actively engaged in emergency braking, including, but not limited to, train engagement of component failure detection (event of failure) and/or train brake simple test (event of failure) failure handling (event of failure).
Wherein the variables of the intermediate result of the inference include: the train speed (speed) and braking deceleration (braking deceleration) of the preceding first train, the train speed and braking deceleration (braking deceleration) of the preceding second train, the train density (train density) of the following train, the first emergency braking pattern of the train, the second emergency braking pattern of the train, the third emergency braking pattern of the train, the braking deceleration (braking deceleration) of the preceding first train is greater than the lower limit (brake lower limit), the braking deceleration (braking deceleration) of the preceding second train is greater than the lower limit, the braking deceleration (braking deceleration) of the preceding first train is less than the upper limit (brake upper limit), the braking deceleration (braking deceleration) of the preceding second train is less than the upper limit, the rear point representation (braking time indication) of the preceding second train, the rear point representation (braking time) of the preceding third train, the train density of the preceding train, the tracking train interval time (braking interval) between the train and the preceding first train, the rear point representation (braking deceleration) of the preceding third train, the tracking train interval time (braking interval between the preceding first train and the preceding first train, and the train, The first train which moves forwards adopts emergency braking actively, the second train which moves forwards adopts emergency braking actively, the first train which moves forwards adopts common braking actively, and the second train which moves forwards adopts common braking actively.
Wherein the variables of the final result of the inference include: train braking with a first emergency braking pattern is adopted by the train, train braking with a second emergency braking pattern is adopted by the train, train braking with a third emergency braking pattern is adopted by the train, train braking with a service braking is adopted by the train to adjust the train density of a subsequent train, train braking with a service braking is adopted to keep tracking the train interval time, train braking with a service braking is adopted to realize automatic speed limiting of the train, train braking with a service braking is adopted to keep tracking the train interval time, train braking with a service braking is adopted to reduce the braking distance of the emergency braking, train braking with a service braking is adopted to realize stopping, and train braking with a service braking is adopted to adjust the train density of a moving train.
The 39 rules of the production rule set are as follows:
And (10) storing the automatic train speed limiting information under the electronic map if the automatic train speed limiting information under the electronic map exists.
Rule 18 calculates a first emergency braking pattern for the train if there is a braking distance for a subsequent first train emergency brake and there is a braking distance for a subsequent second train emergency brake.
Rule 19, if there is a braking distance for a subsequent first train emergency brake and there is a braking distance for a subsequent second train emergency brake, then a second emergency brake pattern for the train is calculated.
Rule 20, if there is a braking distance for a subsequent first train emergency brake and there is a braking distance for a subsequent second train emergency brake, then a third emergency brake pattern for the train is calculated.
Rule 21, if there is a brake deceleration deadline at the speed of the train emergency braking ahead of the first train, there is a magnitude of the speed of the train ahead of the first train and the brake deceleration, then determine if the magnitude of the brake deceleration ahead of the first train is greater than the deadline.
Rule 23, if there is a supremum of brake deceleration at the speed of the train moving forward the first train service brakes, there is a magnitude of the speed of the train moving forward the first train and the brake deceleration, then it is determined whether the magnitude of the brake deceleration of the first train moving forward is less than the supremum.
Rule 24, if there is a supremum of brake deceleration at the speed of the train with service braking of the preceding second train, there are magnitudes of the speed of the train with preceding second train and the brake deceleration, then it is determined whether the magnitude of brake deceleration of the preceding second train is less than the supremum.
Rule 25, if the magnitude of the braking deceleration of the preceding first train is greater than the infimum limit, then the preceding first train acts to take emergency braking.
Rule 26 is that the second preceding train actively assumes emergency braking if the magnitude of the braking deceleration of the first preceding train is greater than the infimum limit and the magnitude of the braking deceleration of the second preceding train is greater than the infimum limit.
Rule 27, if the magnitude of the brake deceleration of the first train in progress is less than the supremum, then the first train in progress will be actively engaged with service braking.
Rule 28, if the magnitude of the brake deceleration of the first preceding train is less than the supremum and the magnitude of the brake deceleration of the second preceding train is less than the supremum, then the second preceding train is actively engaged in service braking.
Rule 29, if there is a first emergency braking pattern for the train, the brake deceleration at train speed is infimum with emergency braking for the train, and the train is actively taking emergency braking, then the train takes train braking in the first emergency braking pattern.
Rule 30, if there is a second emergency braking pattern for the train, the brake deceleration at train speed is down bound for emergency braking for the train, and there is a preceding first train owner acting to apply emergency braking, then the train brakes in the second emergency braking pattern.
Rule 31, if there is a third emergency braking pattern for the train, the brake deceleration at train speed is infinitive for emergency braking for the train, and there is a preceding second train actively taking emergency braking, then the train takes train braking in the third emergency braking pattern.
Rule 33, if the first train in the forward run actively assumes service braking, the brake deceleration at train speed with service braking is supreme, then the train assumes service braking to keep track of the inter-train time.
According to the rule 35, if the automatic speed-limiting information of the train under the electronic map exists and the supreme limit of the braking deceleration under the train speed of the train service brake exists, the train adopts the service brake to realize the automatic speed-limiting of the train.
Rule 36, if there is a tracked train separation time between the train and the first preceding train, the brake deceleration at train speed is supremacy for the train service brake, then the train assumes service braking to keep track of the train separation time.
Rule 37, if the late point with the third train ahead indicates that there is a brake deceleration supremum at train speed with the train service brakes, then the train assumes service brakes to reduce the braking distance.
Rule 39, if there is a train density of the preceding train, there is an upper bound on brake deceleration at train speeds where there is a common braking of the train, then the train assumes the common braking to adjust the train density of the preceding train.
Fig. 7 is a timing diagram (sequence diagram) of the preferred embodiment 1 of the present invention. The object comprises a controller, an information highway and a data source, and in the train driving stage: 1: the braking distance of the emergency braking of the train of the controller, the train length of the train of the controller, the braking deceleration infimum limit of the train speed of the emergency braking of the train of the controller under the train speed, the braking deceleration supmum limit of the train speed of the common braking of the train of the controller, the electronic map and the automatic speed limiting information of the train under the electronic map are stored; 2: the data source monitors that the train of the controller arrives at the geographic position event of the data source; 3: generating an event time array of sequence event times of the geographical location event of the train arriving at the data source and the geographical location event of the preceding train arriving at the data source; 4: information transmission of event time arrays; 5: generating and storing knowledge of the fact (knock-what) that the train of the controller arrived at the geo-location event of the data source; 6: calculating the train speed of the train, the train speed of a first preceding train and the train speed of a second preceding train by using an electronic map location-based service of electric map and an event time array; 7: calculating the magnitude of the braking deceleration of the train, the magnitude of the braking deceleration of the preceding first train, the magnitude of the braking deceleration of the preceding second train, the representation of the rear point of the preceding third train, the train density (train density) of the preceding train and the train density of the subsequent train; 8: calculating the train interval time between the train and the first train before the train; 9: the controller reaches the geographic position of the radio communication equipment of the information highway along with the running of the train; 10: knowledge transfer of facts, braking distance, train length, infimum and supremum (knowledgetransfer); 11: knowledge storage (knowledge storage) and knowledge transfer; 12: knowledge transfer of knowledge reduction (knowledge reduction); 13: obtaining a braking distance and a train length of a subsequent first train emergency brake, a braking distance and a train length of a subsequent second train emergency brake, a brake deceleration infimum at a train speed of a preceding first train emergency brake, a brake deceleration infimum at a train speed of a preceding second train emergency brake, a brake deceleration infimum at a train speed of a preceding first train service brake, a brake deceleration infimum at a train speed of a preceding second train service brake, a fact knowledge of a subsequent first train, a fact knowledge of a subsequent second train, a fact knowledge of a preceding first train, and a fact knowledge of a preceding second train with knowledge reduction; 14: programming a first emergency braking pattern of the train of controllers, a second emergency braking pattern of the train of controllers, and a third emergency braking pattern of the train of controllers; 15: judging whether a late point of a preceding train indicates, judging whether the automatic speed limiting of the train is needed, judging whether the density of the train needs to be adjusted or the interval time of the train needs to be tracked, judging whether a second preceding train actively takes emergency braking, judging whether a first preceding train actively takes emergency braking, judging whether the train of a controller automatically takes emergency braking, and controlling the train braking of the controller according to the judgment result.
It should be noted that the reduction of knowledge includes, but is not limited to, knowledge of the fact that the following sixth train arrived at the geo-location event, knowledge of the following fifth train arrived at the geo-location event, knowledge of the following fourth train arrived at the geo-location event, knowledge of the following third train arrived at the geo-location event, knowledge of the following second train arrived at the geo-location event, knowledge of the following first train arrived at the geo-location event, knowledge of the preceding second train arrived at the geo-location event, knowledge of the preceding third train arrived at the geo-location event, knowledge of the preceding fourth train arrived at the geo-location event, knowledge of the preceding fifth train arrived at the geo-location event, knowledge of the preceding sixth train arrived at the geo-location event, knowledge of the preceding fifth train arrived at the preceding sixth train, A braking distance of a subsequent sixth train emergency brake, a braking distance of a subsequent fifth train emergency brake, a braking distance of a subsequent fourth train emergency brake, a braking distance of a subsequent third train emergency brake, a braking distance of a subsequent second train emergency brake, a braking distance of a subsequent first train emergency brake, a train length of a subsequent sixth train, a train length of a subsequent fifth train, a train length of a subsequent fourth train, a train length of a subsequent third train, a train length of a subsequent second train, a train length of a subsequent first train, a definite braking deceleration at a train speed of a preceding sixth train emergency brake, a definite braking deceleration at a train speed of a preceding fifth train emergency brake, a definite braking deceleration at a train speed of a preceding fourth train emergency brake, a definite braking deceleration at a train speed of a preceding third train emergency brake, a definite braking deceleration at a predetermined braking distance between a train speed of a preceding third train emergency brake, a train speed of a preceding fifth train of a preceding train of the fourth train of the third train of the first train of the second train of the third train of the, The bottom limit of brake deceleration at train speed for emergency braking of the second preceding train, the bottom limit of brake deceleration at train speed for emergency braking of the first preceding train, the top limit of brake deceleration at train speed for service braking of the sixth preceding train, the top limit of brake deceleration at train speed for service braking of the fifth preceding train, the top limit of brake deceleration at train speed for service braking of the fourth preceding train, the top limit of brake deceleration at train speed for service braking of the third preceding train, the top limit of brake deceleration at train speed for service braking of the second preceding train, the top limit of brake deceleration at train speed for service braking of the first preceding train, the schedule of event time for arrival of the sixth preceding train at the geographic location event, the schedule of event time for arrival of the fifth preceding train at the geographic location event, the schedule of event time for arrival of the fourth preceding train at the geographic location event, the bottom limit of brake deceleration at the fourth preceding train at the geographic location event, the second train at the geographic location event time of arrival of the fourth preceding train at the geographic location event, the second train at the second geographic location event, the third train at the geographic location event, the third train at the event, the second geographic location event, the third train at the second train at the third train at the geographic location event, the third train at the second train at the third train at the second of the third train at the third of the third train at the third of the third train at the third of the third, Schedule the event time for the second and third trains to arrive at the geo-location event ahead.
The control using train braking includes, but is not limited to, train braking force control, schedule control of train braking process implementation, and train braking force and tractive force combination schedule control.
FIG. 8 is a space-time semantic (spatial-temporal semantics) diagram according to a preferred embodiment of the present invention 1. The horizontal axis is time T, and the time T is as follows: event time t for the arrival of the second lead train at the geographic location of data source ll2Time of event t for the second lead train to arrive at the geographic location of data source mm2Time of event t for the second lead train to arrive at the geographic location of data source nn2Time of event t for the leading first train to arrive at the geographic location of data source ll1Event of arrival of the first preceding train at the geographic location of data source mTime tm1Time of event t for the leading first train to arrive at the geographic location of data source nn1Time of event t at which train arrives at geographic location of data source ll0Time of event t at which train arrives at geographical location of data source mm0Time of event t at which train arrives at geographic location of data source nn0. By event time tm2To tm1For the tracking train interval time of the second train ahead and the first train ahead at the geographical position of the data source m, the event time t m1To tm0For the first train in advance and the tracking train interval time of the train under the geographic position of the data source m, the event time tn2To tn1For the tracking train interval time of the second train ahead and the first train ahead at the geographical position of the data source n, the event time tn1To tn0The time interval is tracked between the first train in advance and the train at the geographical location of the data source n.
Train speed V at which the train arrives at the geographical location of data source nn0Comprises the following steps: vn0＝Lmn/(tn0-tm0) Wherein L ismnIs the track length between the geographic location of data source m and the geographic location of data source n.
Magnitude D of braking deceleration of train arriving at geographical location of data source nn0Comprises the following steps: dn0＝{Lmn/(tn0-tm0)-Llm/(tm0-tl0)}/(tn0-tm0) Wherein L ismnIs the track length, L, between the geographic location of data source m and the geographic location of data source nlmIs the track length between the geographical location of data source i and the geographical location of data source m.
Speed V of the train arriving at the geographical location of data source n at the front of the first preceding trainn1Comprises the following steps: vn1＝Lmn/(tn1-tm1) Wherein L ismnIs the track length between the geographic location of data source m and the geographic location of data source n.
Magnitude D of braking deceleration of a preceding first-train arriving at geographic location of data source nn1Comprises the following steps: dn1＝{Lmn/(tn1-tm1)-Llm/(tm1-tl1)}/(tn1-tm1) Wherein L ismnIs the track length, L, between the geographic location of data source m and the geographic location of data source n lmIs the track length between the geographical location of data source i and the geographical location of data source m.
Speed V of the leading second train arriving earlier at the geographical location of data source nn2Comprises the following steps: vn2＝Lmn/(tn2-tm2) Wherein L ismnIs the track length between the geographic location of data source m and the geographic location of data source n.
Magnitude D of braking deceleration of preceding second train arriving at geographical location of data source nn2Comprises the following steps: dn2＝{Lmn/(tn2-tm2)-Llm/(tm2-tl2)}/(tn2-tm2) Wherein L ismnIs the track length, L, between the geographic location of data source m and the geographic location of data source nlmIs the track length between the geographical location of data source i and the geographical location of data source m.
Tracking train separation time deltat of the geographical position of a data source n of a train and a preceding first trainn0Comprises the following steps: Δ tn0＝tn1-tn0。
Train separation time Δ t for tracking the geographical position of a data source n of a preceding first train and a preceding second trainn1Comprises the following steps: Δ tn1＝tn2-tn1。
It is understood that the train may calibrate (calibrate) the magnitude of the train speed and/or braking deceleration of the train itself with its own preset gauging instruments (measuring instruments) including, but not limited to, micro-electro mechanical systems (MEMS) and velocity calibration radar (radar) and an accelerometer (accelerometer) as a calibrator.
It is understood that the event time array and/or time interval array provided by the data source l, the data source m and the data source n can be utilized to obtain an exact solution (exact solution) of the magnitude of the train speed and the brake deceleration at the geographical position in the former period of the preceding train based on the speed calibration and/or the brake deceleration calibration of the train itself by data mining for the geographical position of the train in the data mining, including but not limited to, the exact solution of the magnitude of the train speed and the brake deceleration at the geographical position in the former period of the preceding first train, the exact solution of the magnitude of the train speed and the brake deceleration at the geographical position in the former period of the preceding second train, the exact solution of the magnitude of the train speed and the brake deceleration at the geographical position in the former period of the preceding third train, the exact solution of the train speed and the magnitude of the brake deceleration at the geographical position in the former period of the preceding fourth train, the exact solution of the magnitude of the train speed and the brake deceleration at the geographical position in the former period of the preceding fourth train, Accurate solution … … of magnitude of train speed and brake deceleration at the geographical location at the fifth preceding train stage of the lead train
FIG. 9 is a table of knowledge of facts (know-what) in the preferred embodiment 1 of the present invention. The table illustrates the factual knowledge B generated by the controller of train B just arriving at the geographical location of data source n for train B in the scenario of FIG. 2 nAnd knowledge of the fact D generated by the controller of the train D at the geographical location where the train D just arrived at the data source yy。
BnIncluding, but not limited to, an object identifier of train B, an event time that train B arrived at geographic location n, a train speed that train B arrived at geographic location n, a magnitude of a braking deceleration of train B that train B arrived at geographic location n, a geographic identifier of geographic location n, a braking time and a train length of emergency braking of train B at zone (c), a braking deceleration infimum at the train speed of emergency braking of train B at zone (c), a braking deceleration supremum at a train speed of common braking of train B at zone (c), a schedule of an event time of a geographic location event that train B is expected to arrive at data source x.
DyIncluding, but not limited to, an object identifier of train D, an event time at which train D arrived at geographic location y, a train speed at which train D arrived at geographic location y, a magnitude of braking deceleration of train D at geographic location y, a geographic identifier of geographic location y, emergency braking of train D in zone cBraking time and train length, the infimum braking deceleration for train D at the emergency braking train speed in section c, the supmum braking deceleration for train D at the usual braking train speed in section c, and the schedule of event time for the geographical location event where train D is expected to arrive at data source z.
Fig. 10 shows a knowledge asset (knowledge asset) table according to preferred embodiment 1 of the present invention. The table illustrates the knowledge assets of the geographical location of the radio communication device (C) that just arrived at the information highway for train C in the scenario of fig. 2, including but not limited to the fact knowledge name C that the controller of the train self-generated and storedl、Cm、CnThe controller of the knowledge assets and trains obtains the fact knowledge name B through the radio communication equipment (i) and (ii) of the information highwaya、Bc、Aa、AcThe controller of the knowledge assets and the train obtains the fact knowledge through the radio communication equipment of the information highway, the path knowledge transfer is named as Da、Dc、Dl、Dm、Dn、Dx、Ea、Ec、El、Em、En、ExThe controller of knowledge assets and trains obtains the fact knowledge through the radio communication equipment of the information expressway, and the path knowledge transfer is named as El、Em、En、Ex、Ey、EzThe knowledge asset of (2).
ClIncluding, but not limited to, an object identifier of train C, an event time of train C arriving at geographic location l, a train speed of train C arriving at geographic location l, a magnitude of a braking deceleration of train C arriving at geographic location l, a geographic identifier of geographic location l, a braking time and a train length of emergency braking of train C in section (C), a braking deceleration infimum at the train speed of emergency braking of train C in section (C), a braking deceleration supremum at a train speed of common braking of train C in section (C), a plan of an event time of a geographic location event at which train C is expected to arrive at data source x.
CmIncluding, but not limited to, an object identifier of train C, an event time at which train C arrived at geographic location m, a train speed at which train C arrived at geographic location m, a magnitude of a braking deceleration of train C at geographic location m, a geographic identifier of geographic location m, a braking time and a train length of emergency braking of train C at zone (C), a braking deceleration infimum at the train speed of emergency braking of train C at zone (C), a braking deceleration supremum at a train speed of common braking of train C at zone (C), a schedule of event times at geographic location events at which train C is expected to arrive at data source x.
CnIncluding, but not limited to, an object identifier of train C, an event time at which train C arrived at geographic location n, a train speed at which train C arrived at geographic location n, a magnitude of a braking deceleration of train C at geographic location n, a geographic identifier of geographic location n, a braking time and a train length of emergency braking of train C at zone (C), a braking deceleration infimum at the train speed of emergency braking of train C at zone (C), a braking deceleration supremum at a train speed of common braking of train C at zone (C), a schedule of event times at geographic location events at which train C is expected to arrive at data source x.
BaIncluding, but not limited to, an object identifier of train B, an event time at which train B arrived at geographic location a, a train speed at which train B arrived at geographic location a, a magnitude of a braking deceleration of train B at geographic location a, a geographic identifier of geographic location a, a braking time and a train length of emergency braking of train B in section (r), a braking deceleration infimum at the train speed of emergency braking of train B in section (r), a braking deceleration supremum at a service braking train speed of train B in section (r), a plan of an event time at a geographic location event at which train B is expected to arrive at data source x.
BcIncluding, but not limited to, the object identifier of train B, the time of the event that train B arrived at geographic location c, the train speed at which train B arrived at geographic location c, the amount of braking deceleration of train B at which train B arrived at geographic location cThe value, the geographic identifier of the geographic location c, the braking time and the train length of the emergency braking of the train B in the interval (r), the lower limit of the braking deceleration of the train B at the train speed of the emergency braking of the interval (r), the upper limit of the braking deceleration of the train B at the train speed of the service braking of the interval (r), and the plan of the event time of the geographic location event that the train B is expected to arrive at the data source x.
AaIncluding, but not limited to, an object identifier of train a, an event time of train a arriving at geographic location a, a train speed of train a arriving at geographic location a, a magnitude of a braking deceleration of train a arriving at geographic location a, a geographic identifier of geographic location a, a braking time and a train length of emergency braking of train a in section (r), a braking deceleration infimum at the train speed of emergency braking of train a in section (r), a braking deceleration supremum at a service braking train speed of train a in section (r), a plan of event time of a geographic location event at which train a is expected to arrive at data source c.
AcIncluding, but not limited to, an object identifier of train a, an event time that train a arrived at geographic location c, a train speed that train a arrived at geographic location c, a magnitude of a braking deceleration of train a that train a arrived at geographic location c, a geographic identifier of geographic location c, a braking time and a train length of emergency braking of train a at interval (r), a braking deceleration infimum at the train speed of emergency braking of train a at interval (r), a braking deceleration supremum at a train speed of service braking of train a at interval (r), a plan of an event time of a geographic location event that train a is expected to arrive at data source c.
DaIncluding, but not limited to, an object identifier of the train D, an event time when the train D arrives at the geographic location a, a train speed when the train D arrives at the geographic location a, a magnitude of a braking deceleration of the train D when the train D arrives at the geographic location a, a geographic identifier of the geographic location a, a braking time and a train length of the emergency braking of the train D in the section (r), a braking deceleration infimum of the emergency braking of the train D in the section (r), and a service braking train of the train D in the section (r)Brake deceleration supremum at speed, schedule of event times at which the train D is expected to arrive at the geo-location event of data source x.
DcIncluding, but not limited to, an object identifier of train D, an event time at which train D arrived at geographic location c, a train speed at which train D arrived at geographic location c, a magnitude of braking deceleration of train D at geographic location c, a geographic identifier of geographic location c, a braking time and a train length of emergency braking of train D at section (r), a braking deceleration infimum at the train speed of emergency braking of train D at section (r), a braking deceleration supremum at a service braking train speed of train D at section (r), a plan of event time at a geographic location event at which train D is expected to arrive at data source x.
DlIncluding, but not limited to, an object identifier of train D, an event time of train D arriving at geographic location i, a train speed of train D arriving at geographic location i, a magnitude of brake deceleration of train D arriving at geographic location i, a geographic identifier of geographic location i, a brake time and a train length of emergency braking of train D in section (c), a brake deceleration infimum at train speed of emergency braking of train D in section (c), a brake deceleration supremum at train speed of common braking of train D in section (c), a plan of event time of geographic location event that train D is expected to arrive at data source x.
DmIncluding, but not limited to, an object identifier of train D, an event time at which train D arrived at geographic location m, a train speed at which train D arrived at geographic location m, a magnitude of a braking deceleration of train D arriving at geographic location m, a geographic identifier of geographic location m, a braking time and a train length of emergency braking of train D at zone (c), a braking deceleration infimum at the train speed of emergency braking of train D at zone (c), a braking deceleration supremum at a train speed of common braking of train D at zone (c), a schedule of event times at geographic location events at which train D is expected to arrive at data source x.
DnIncluding, but not limited to, the object identifier of train D, the geographic location of arrival of train Dn, the train speed at which the train D arrives at the geographic location n, the magnitude of the braking deceleration of the train D at which the train D arrives at the geographic location n, the geographic identifier of the geographic location n, the braking time and the train length of the emergency braking of the train D at the interval (c), the lower bound of the braking deceleration of the train D at the train speed of the emergency braking of the interval (c), the upper bound of the braking deceleration of the train D at the train speed of the usual braking of the interval (c), and the plan of the event time of the geographic location event at which the train D is expected to arrive at the data source x.
DxIncluding, but not limited to, an object identifier of train D, an event time of train D arriving at geographic location x, a train speed of train D arriving at geographic location x, a magnitude of a braking deceleration of train D arriving at geographic location x, a geographic identifier of geographic location x, a braking time and a train length of emergency braking of train D at zone (c), a brake deceleration infimum at a train speed of emergency braking of train D at zone (c), a brake deceleration supremum at a train speed of common braking of train D at zone (c), a schedule of an event time of a geographic location event that train D is expected to arrive at data source x.
EaIncluding, but not limited to, an object identifier of train E, an event time of train E arriving at geographic location a, a train speed of train E arriving at geographic location a, a magnitude of braking deceleration of train E arriving at geographic location a, a geographic identifier of geographic location a, a braking time and a train length of emergency braking of train E in section (r), a braking deceleration infimum at a train speed of emergency braking of train D in section (r), a braking deceleration supremum at a train speed of service braking of train E in section (r), a plan of event time of a geographic location event at which train E is expected to arrive at data source z.
EcIncluding, but not limited to, an object identifier of train E, an event time that train E arrived at geographic location c, a train speed that train E arrived at geographic location c, a magnitude of a braking deceleration of train E arriving at geographic location c, a geographic identifier of geographic location c, a braking time and a train length of emergency braking of train E in section (r), a train length, a train identifier of train E, a train speed of emergency braking of train E, a train speed of emergency braking of train E, a train speed of train E, a train speed of emergency braking time of train E, a train speed of train E, a train speed of emergency braking time of train E, a train speedE infimum braking deceleration at emergency braking train speed of section (c), infimum braking deceleration at service braking train speed of section (c), and the event time plan of the geographical location event at which train E is expected to arrive at data source z.
ElIncluding, but not limited to, an object identifier of train E, an event time of train E arriving at geographic location l, a train speed of train E arriving at geographic location l, a magnitude of brake deceleration of train E arriving at geographic location l, a geographic identifier of geographic location l, a brake time and a train length of emergency braking of train E in section (c), a brake deceleration infimum at a train speed of emergency braking of train E in section (c), a brake deceleration supremum at a train speed of common braking of train E in section (c), a plan of an event time of a geographic location event where train E is expected to arrive at data source z.
EmIncluding, but not limited to, an object identifier of train E, an event time of train E arriving at geographic location m, a train speed of train E arriving at geographic location m, a magnitude of brake deceleration of train E arriving at geographic location m, a geographic identifier of geographic location m, a brake time and a train length of emergency braking of train E in section (c), a brake deceleration infimum at a train speed of emergency braking of train E in section (c), a brake deceleration supremum at a train speed of common braking of train E in section (c), a plan of an event time of a geographic location event where train E is expected to arrive at data source z.
EnIncluding, but not limited to, an object identifier of train E, an event time of train E arriving at geographic location n, a train speed of train E arriving at geographic location n, a magnitude of brake deceleration of train E arriving at geographic location n, a geographic identifier of geographic location n, a brake time and a train length of emergency braking of train E in section (c), a brake deceleration infimum at a train speed of emergency braking of train E in section (c), a brake deceleration supremum at a train speed of common braking of train E in section (c), a plan of an event time of a geographic location event where train E is expected to arrive at data source z.
ExIncluding, but not limited to, an object identifier of train E, an event time of train E arriving at geographic location x, a train speed of train E arriving at geographic location x, a magnitude of a braking deceleration of train E arriving at geographic location x, a geographic identifier of geographic location x, a braking time and a train length of emergency braking of train E in section (c), a brake deceleration infimum at a train speed of emergency braking of train E in section (c), a brake deceleration supremum at a train speed of common braking of train E in section (c), a schedule of an event time of a geographic location event at which train E is expected to arrive at data source z.
EyIncluding, but not limited to, an object identifier of train E, an event time of train E arriving at geographic location y, a train speed of train E arriving at geographic location y, a magnitude of brake deceleration of train E arriving at geographic location y, a geographic identifier of geographic location y, a brake time and a train length of emergency braking of train E in section (c), a brake deceleration infimum at a train speed of emergency braking of train E in section (c), a brake deceleration supremum at a train speed of common braking of train E in section (c), a schedule of an event time of a geographic location event at which train E is expected to arrive at data source z.
EzIncluding, but not limited to, an object identifier of train E, an event time of train E arriving at geographic location z, a train speed of train E arriving at geographic location z, a magnitude of a braking deceleration of train E arriving at geographic location z, a geographic identifier of geographic location z, a braking time and a train length of emergency braking of train E in section (c), a brake deceleration infimum at a train speed of emergency braking of train E in section (c), a brake deceleration supremum at a train speed of common braking of train E in section (c), a schedule of an event time of a geographic location event where train E is expected to arrive at data source z.
Fig. 11 is a data flow chart (data flow diagram) of the preferred embodiment 1 of the present invention. The lead train E1 generates a knowledge base D1 of the fact knowledge, the process P1 of gathering the fact knowledge searches the knowledge base D2 of the fact knowledge from the lead train E1 to generate a knowledge base D2 of the fact knowledge, the process P2 of screening the fact knowledge screens the knowledge base D2 of the fact knowledge to generate a knowledge base D3 of the knowledge reduction, and the train F4 acquires the knowledge reduction from the knowledge base D3 of the knowledge reduction; the subsequent train E2 generates a knowledge base D4 of the fact knowledge, the process P3 of gathering the fact knowledge searches the fact knowledge from the subsequent train E2 to generate a knowledge base D5 of the fact knowledge, the process P4 of screening the fact knowledge screens the knowledge base D5 of the fact knowledge to generate a knowledge base D6 of knowledge reduction, and the train E4 acquires the knowledge reduction from the knowledge base D6 of knowledge reduction; the data source E3 generates an event time array, and the process P5 of collecting the event time sends the event time array to the train E4; the train E4 generates a knowledge base of fact knowledge D7 as a knowledge base of fact knowledge of a preceding train of the preceding train E1 and/or a knowledge base of fact knowledge of a preceding train of the following train E2.
Fig. 12 is a functional diagram (function diagram) according to the preferred embodiment 1 of the present invention. The train operation control system of the invention comprises a generating language (production language) consensus communication (function division) function division and a train braking force (braking force of train) resource management (resource management) function division.
The generating language consensus communication function partition comprises: case representation of emergency braking events (case representation), knowledge retrieval of case representation (knowledge retrieval), knowledge generalization of train braking functionality (knowledge generalization), machine learning of knowledge generalization (machine learning), knowledge representation of event time data (knowledge representation), and knowledge diffusion (knowledge diffusion).
Wherein, the case representation of the emergency braking event includes, but is not limited to, the first train of vehicle ahead actively taking emergency braking, the second train of vehicle ahead actively taking emergency braking, the first train of vehicle ahead actively taking service braking, and the second train of vehicle ahead actively taking service braking.
Wherein the knowledge retrieval represented by the case includes, but is not limited to, train tractive effort functionality validation of the own train risk identification, train braking effort functionality validation of the own train risk identification, knowledge discovery of emergency braking of the lead train risk identification, and knowledge retrieval represented by the case of the lead train risk identification.
Wherein the generalization of knowledge of train braking functionality includes, but is not limited to, the magnitude of the braking deceleration of the first preceding train being greater than the infimum limit, the magnitude of the braking deceleration of the second preceding train being greater than the infimum limit, the magnitude of the braking deceleration of the first preceding train being less than the supremum limit, and the magnitude of the braking deceleration of the second preceding train being less than the supremum limit.
The machine learning of knowledge generalization includes, but is not limited to, recognizing, by induction, a braking distance of an emergency brake of a subsequent first train, a braking distance of an emergency brake of a subsequent second train, a braking deceleration deadline at a train speed of an emergency brake of a preceding first train, a braking deceleration deadline at a train speed of an emergency brake of a preceding second train, a braking deceleration deadline at a train speed of a service brake of a preceding first train, a braking deceleration deadline at a train speed of a service brake of a preceding second train, a plan of event times of arrival at a geographic location event of a preceding second and a preceding third trains, and train braking speed limit information under an electronic map.
Wherein the knowledge representation of event time data includes, but is not limited to, a first emergency braking pattern of the train, a second emergency braking pattern of the train, and a third emergency braking pattern of the train.
Wherein knowledge diffusion includes, but is not limited to, data source generation of information transfer of event time of train arrival geo-location event of data source and knowledge transfer of factual knowledge of train arrival geo-location event of information highway.
The train braking force resource management function partition comprises the following steps: train brake resource-limited scheduling, train brake (train braking) rescheduling, brake deceleration (braking deceleration) process control, train brake function consolidation (function regeneration), event time risk monitoring (rise monitoring and control), tracking train interval time (time interval spaced by automatic block signaling) monitoring process (monitoring and controlling), train brake resource allocation (resource allocation), resource information time series analysis (time-series analysis of resource information), train density scheduling (braking), time management (time management) and train resource reservation.
At present, no unified braking distance standard or deceleration standard exists in the world, and in order to ensure the safety of trains, various railway departments abroad set the emergency braking distance or average deceleration index of the trains according to the speed, signals, track adhesion, line conditions, technical conditions of braking systems and the like of the trains. The emergency braking distance and deceleration value of various foreign high-speed trains are different, wherein the average deceleration of the emergency braking of the German train is the largest and is generally selected to be 1.0-1.2 m/s2Secondly, the average deceleration of the emergency braking of the French vehicle is selected to be 0.91-1.0 m/s2The lowest average deceleration of the day vehicle and the Italian vehicle is selected to be 0.73-0.87 m/s2In the meantime.
The railway system of China also formulates corresponding maximum allowable values of emergency braking distance according to different train speed grades in technical conditions of the new generation of motor train unit with 350 km/h and import purchasing contracts of the motor train unit with 200 km/h. The average emergency braking deceleration (except the initial braking speed of 300 km/h) of the high-speed railway passenger car adopting the electric air brake is selected to be 0.655-0.772 m/s2In between, the average deceleration of the emergency brake is selected to be 0.914m/s when the brake only initial speed is 300km/h 2Only the index of the braking distance of the emergency braking with the initial braking speed of 300km/h has a large difference with the indexes of other initial braking speeds.
It can be understood that the process of formulating the emergency braking distance or average deceleration index of the train is a process of improving the resource management efficiency of the railway traffic management by comprehensive management, and is also the process of formulating the emergency braking mode of the invention. The emergency braking distance can be changed by increasing or decreasing the braking deceleration of the speed grade, the brake currently specified in ChinaThe emergency braking distances are 2000m, 3200m, 3800m, 6500m and 8500m when the initial dynamic speed is 200km/h, 250km/h, 300km/h, 350km/h and 380km/h respectively, for example, the average braking deceleration is increased to 1.0m/s2Then, the emergency braking distances are 1543m, 2411m, 3472m, 4726m, 5571m, respectively, and are respectively reduced by 457m, 789m, 328m, 1774m, 2071m compared with the currently specified braking distance, and the reduction of the braking distance can be used for development and utilization of train braking force resources (resource expansion and utilization). The typical train total length of the new generation motor train unit with the existing speed per hour of 350km in China is 201.4m, the train braking patterns with four different emergency braking distances of 6500m, 6000m, 5500m and 5000m of the new generation motor train unit with the speed per hour of 350km in China can be obtained through train braking scheduling, and similarly, the emergency braking patterns of train braking required by the implementation of the invention can be obtained by reasonably setting the emergency braking distances of the braking initial speed grades of various high-speed trains in China.
It can be understood that the process implementation (process execution) of the emergency braking distance option (alternatives) can be used for preventing equipment conflict (machine interference) and/or ensuring the service safety of train operation control, and the process of making the emergency braking distance or average deceleration index of the train can be used as a train braking party resource development and utilization process, including but not limited to, train braking force resource allocation (resource allocation) and train braking force resource allocation (resource allocation); through train brake functional resource exploration (resource recovery), train brake resource-limited scheduling (resource-limited scheduling) and time management (time management), a risk response planning (risk response planning) required for solving the equipment conflict problem can be obtained.
It should be noted that the knowledge representation of the generative language includes, but is not limited to, the non-verbal communication between the trains and the preceding trains (non-verbal communication) process exemplified in the preferred embodiment 1, in which the preceding train communicates the information that the preceding train has an emergency to the train at the braking deceleration of the train brake, and the information highway spreads the information that the preceding train and/or the following train has an emergency to the train with the knowledge of the fact knowledge, all preferred embodiments provided by the present invention are only for those skilled in the art to understand the present invention, but not for limitation of the present invention, and the core knowledge (core knowledge) of the present invention is a knowledge communication platform (knowledge display) based on the knowledge representation of the event time data (knowledge representation) and the knowledge generalization of the train braking functionality (knowledge).
It should be noted that the train uses the event time array and/or the time interval array obtained by the train to perform data mining on the train speed and/or brake deceleration at the current geographical position of the train in the earlier period including, but not limited to, the last train ahead of the train ahead, the second train ahead of the train ahead, the third train ahead of the train ahead, and the fourth train ahead of the train ahead, and accordingly obtains the knowledge of the fact that the train speed and/or brake deceleration at the current geographical position of the train in the earlier period of the train ahead.
It is understood that the train can create a language knowledge base (language knowledge base) by adjusting the train traction and/or the train braking force, and solve new problems to be solved by the train operation control based on knowledge communication (knowledge generalization) of train side-to-side language (paralanguage) and train single work scheduling (job shop scheduling) functionality (functionality). In the preferred embodiment 1, the knowledge of the event time array and/or the time interval array of the preceding train having the emergency situation is generalized to solve the safety control problem of train braking (exemplar) of the train by using the knowledge of the lower limit of the braking deceleration at the train speed at which the train has the emergency braking and the upper limit of the braking deceleration at the train speed at which the train has the service braking.
Fig. 13 is a work breakdown structure (work breakdown structure) diagram according to the preferred embodiment 1 of the present invention. The project is a train operation control project, the result of the 0 th-level layered display project is to ensure service safety and improve resource management efficiency, the result of the 1 st-level layered display project is to ensure tracking of train interval time, self-train risk identification (risk identification), front-train risk identification, risk response (risk response) technical measure (technical measure) management, section (section) passing capacity (regulation), train braking force resource development utilization and risk response planning (risk response), and the result of the 2 nd-level layered display project is event time risk monitoring (risk monitoring and control), tracking of train interval time monitoring process (monitoring and controlling process), train traction force functional confirmation (regulation), train braking force functional confirmation, emergency braking knowledge discovery (braking function), and train representation (knowledge retrieval) knowledge retrieval (knowledge retrieval), Train brake function consolidation (function regeneration), brake deceleration closed-loop process control (closed loop process control), initial brake speed (initial speed at brake application) rescheduling (rescheduling), train density scheduling control (dispatch's control), resource information time series analysis (time-series analysis of resource information), train brake force resource allocation (resource allocation), train brake force resource allocation (resource assignment), train brake function resource exploration (resource recovery), train brake resource limited scheduling (resource-limited scheduling), and time management (time management).
As shown in fig. 14, a diagram of development and utilization (resource utilization and utilization) of train braking force resources according to a preferred embodiment 1 of the present invention is shown. The figure shows an alternative braking pattern of the preferred embodiment 1 of the invention, with distance S on the horizontal axis in km and train speed V on the vertical axis starting at 0 in km/h, and shows an emergency braking pattern Δ S for 5 braking distanceseb1、ΔSeb2、ΔSeb3、ΔSeb4、ΔSeb5And a service brake Sk. Wherein, Delta Seb1The illustrated maglev train travels at an initial braking speed v0 to a geographic location S1 to assume emergency braking and, when the train speed reaches v1, to assume a train braking force mitigation until the train speed decreases to a braking distance, Δ S, of a first emergency braking mode of a distance-to-speed curve of 0 stopping at a geographic location S6eb2Magnet as shown in the figureThe floating train travels at a brake initiation speed v0 to a geographic position S1 for emergency braking and when the train speed reaches v2 for a brake distance, Δ S, of a second emergency brake mode of the distance speed curve with train brake force release until the train speed decreases to 0 stops at the geographic position S5eb3The illustrated maglev train travels at an initial braking speed v0 to a geographic location S1 for a braking distance, Δ S, of a third emergency braking mode of the distance speed curve for emergency braking and train braking force mitigation when the train speed reaches v3 until the train speed decreases to 0 stops at the geographic location S4 eb4The illustrated maglev train travels at an initial braking speed v0 to a geographic location S1 to take an emergency brake application and at a train speed v4 to take a train brake force release until the train speed decreases to a braking distance, Δ S, of a fourth emergency brake application of the distance-to-speed curve of 0 stopping at the geographic location S3eb5For the braking distance of the fifth emergency braking mode of the distance speed curve in which the illustrated maglev train travels at the initial braking speed v0 to the geographical position S1 with emergency braking and without train braking force mitigation until the train speed decreases to 0 stops at the geographical position S2, SkIs a distance speed curve illustrating one of the service brakes.
It can be understood that the section (third) and/or the section (fourth) passing capacity of the block section can be improved by utilizing the resource development of the train braking force.
Fig. 15 is a diagram of a train braking force resource allocation (resource allocation) according to a preferred embodiment 1 of the present invention. In figure (a), the forward resource allocation header includes the emergency brake pattern for train E, the emergency brake pattern for train D, the emergency brake pattern for train C, the emergency brake pattern for train B, and the emergency brake pattern for train a; the items of the train include when the train E actively takes emergency braking, when the train D actively takes emergency braking, when the train C actively takes emergency braking, when the train B actively takes emergency braking, and when the train A actively takes emergency braking; the data displayed includes the emergency braking pattern for train E as Δ S when train E is actively taking emergency braking eb3When the train E actively adopts the emergency braking, the emergency braking mode of the train D is delta Seb4Train E initiativeThe emergency braking mode of the train C is Delta S when the emergency braking is adoptedeb5(ii) a When the train D actively adopts the emergency braking, the emergency braking mode of the train D is delta Seb3When the train D actively adopts the emergency braking, the emergency braking mode of the train C is delta Seb4When the train D actively adopts the emergency braking, the emergency braking mode of the train B is delta Seb5(ii) a When the train C actively adopts the emergency braking, the emergency braking mode of the train C is delta Seb3When the train C actively adopts the emergency braking, the emergency braking mode of the train B is delta Seb4When the train C actively adopts the emergency braking, the emergency braking mode of the train A is delta Seb5(ii) a When the train B actively adopts the emergency braking, the emergency braking mode of the train B is delta Seb3When the train B actively adopts the emergency braking, the emergency braking mode of the train A is delta Seb4(ii) a When the train A actively adopts the emergency braking, the emergency braking mode of the train A is delta Seb3。
In the diagram (B), the header of the backward resource allocation includes the emergency brake pattern of train E, the emergency brake pattern of train D, the emergency brake pattern of train C, the emergency brake pattern of train B, and the emergency brake pattern of train a; the items of the train include when the train E actively takes emergency braking, when the train D actively takes emergency braking, when the train C actively takes emergency braking, when the train B actively takes emergency braking, and when the train A actively takes emergency braking; the data displayed includes the emergency braking pattern for train E as Δ S when train E is actively taking emergency braking eb1When the train E actively adopts the emergency braking, the emergency braking mode of the train D is delta Seb2When the train E actively adopts the emergency braking, the emergency braking mode of the train C is delta Seb3(ii) a When the train D actively adopts the emergency braking, the emergency braking mode of the train D is delta Seb1When the train D actively adopts the emergency braking, the emergency braking mode of the train C is delta Seb2When the train D actively adopts the emergency braking, the emergency braking mode of the train B is delta Seb3(ii) a When the train C actively adopts the emergency braking, the emergency braking mode of the train C is delta Seb1When the train C actively adopts the emergency braking, the emergency braking mode of the train B is delta Seb2When the train C actively adopts the emergency braking mode, the emergency braking mode of the train A isΔSeb3(ii) a When the train B actively adopts the emergency braking, the emergency braking mode of the train B is delta Seb1When the train B actively adopts the emergency braking, the emergency braking mode of the train A is delta Seb2(ii) a When the train A actively adopts the emergency braking, the emergency braking mode of the train A is delta Seb1。
It can be understood that the forward resource allocation in the diagram (a) is Δ Seb1And Δ Seb2The train braking force resources are gathered in the train running direction, and the backward resource is allocated to delta S in the diagram (b)eb4And Δ Seb5The train braking force resources are gathered in the opposite direction of the train running direction.
Fig. 16 is a diagram of a train braking force resource allocation (resource allocation) according to a preferred embodiment 1 of the present invention. The header of the resource allocation includes the emergency braking pattern for train E, the emergency braking pattern for train D, the emergency braking pattern for train C, the emergency braking pattern for train B, the emergency braking pattern for train a, and the associated description; the column items comprise a train braking force resource allocation scheme 1 and a train braking force resource allocation scheme 2; the data displayed includes train braking force resource allocation scheme 1 the emergency braking pattern for train E is Δ S of 5 emergency braking patterns as shown in FIG. 14 eb1Train brake force resource allocation scheme 1 the emergency brake pattern of train D is Δ S of 5 emergency brake patterns as shown in fig. 14eb2Train brake force resource allocation scheme 1 the emergency braking pattern of train C is Δ S of 5 emergency braking patterns as shown in fig. 14eb3Train brake force resource allocation scheme 1 the emergency brake pattern of train B is Δ S of 5 emergency brake patterns as shown in fig. 14eb4Train brake force resource allocation scheme 1 emergency brake pattern for train a is Δ S of 5 emergency brake patterns as shown in fig. 14eb5(ii) a Train brake force resource allocation scheme 2 emergency brake pattern for train E is Δ S of 3 emergency brake patterns as shown in fig. 4eb1Train brake force resource allocation scheme 2 the emergency brake pattern of train D is Δ S of 3 emergency brake patterns as shown in fig. 4eb2Train brake force resource allocation scheme 2 the emergency brake pattern of train C is Δ S of 3 emergency brake patterns as shown in fig. 4eb3Resource allocation of train braking forceScenario 2 emergency braking pattern for train B is Δ S of 3 emergency braking patterns as shown in fig. 4eb1Train brake force resource allocation scheme 2 emergency brake pattern for train a is Δ S of 3 emergency brake patterns as shown in fig. 4eb2。
It is understood that the train braking force resource configuration and the brake initial speed reschedule are based on a spatio-temporal reasoning (spatial-temporal recovery) start-to-start relationship (start-to-start).
Fig. 17 is a diagram of a train brake function organization (function regeneration) according to a preferred embodiment 1 of the present invention. In the graph (a), the horizontal axis represents time T, the unit is s, and the vertical axis represents train braking force FAStarting with 0 in Nm. FAThe time value is increased and kept constant at time t1, where time t1 is the event time of the geo-location event that the train arrived at data source n1, time t2 is the event time of the geo-location event that the train arrived at data source n2, time t3 is the event time of the geo-location event that the train arrived at data source n3, and time t4 is the event time that the train achieved a stop event.
In the diagram (b), the horizontal axis represents the element identification code N of the data source, and the vertical axis represents the train braking force FCStarting with 0, the unit is N m. FCThe event time value of the geo-location event at the train arriving at data source n1 increases, the event time value of the geo-location event at the train arriving at data source n2 decreases, and the event time value of the geo-location event at the train arriving at data source n3 increases and remains constant.
In the graph (c), the horizontal axis represents the mileage S in km, and the vertical axis represents the train speed V starting at 0 in km/h. The train runs at the speed v1, reaches the mileage s1 corresponding to the geographic position of the data source n1 at the time t1, and adopts the train braking force F at the time t1 AAnd FCThe train reaches the mileage s2 corresponding to the geographical position of the data source n2 at time t2, and the train takes the train braking force F at time t2AThe train reaches the mileage s4 corresponding to the geographical position of the data source n3 at time t3, and the train takes the train braking force F at time t3AAnd FCTrain brakeIn the figure, VA、VB、VCAnd VDA speed distance curve for achieving a stop for the train at mileage s 5. In the figure VA、VBAnd VEThe train is subjected to a continuously constant train braking force F at time t1AAnd FCUntil a stop is achieved at mileage s 3.
It can be understood that the train braking force FAAnd/or train braking force FCIncluding, but not limited to, axle-mounted disc brake (Axle-mounted disc brake) braking force, wheel-mounted disc brake (Wheel-mounted disc brake) braking force, magnetic track brake (electromagnetic track brake) braking force, eddy current brake (eddy current brake) braking force, regenerative brake (regenerative brake) braking force, combination of motor car (motor car) and trailer (trailer) braking force (composition), combination of standby (standby) and trailer braking force, combination of standby and motor car braking force, and combination optimization of train traction force (train) and train braking force (composition).
It can be understood that the required braking distance and/or braking time of the emergency brake can be obtained by selecting the magnitudes of t2, t3 and/or n2 and n 3.
Fig. 18 is a risk decomposition structure (risk breaking down structure) diagram according to the preferred embodiment 1 of the present invention. The RBS level 0 risk includes all sources of the item risk level 0, the RBS level 1 risk includes the level 1 train operation safety risk, the level 2 resource management effectiveness risk and the level 3 external risk, the RBS level 2 risk includes the level 1.1 event time risk monitoring, the level 1.2 tracking train interval time monitoring process, the level 1.3 train tractive effort functionality, the level 1.4 train braking effort functionality, the level 1.5 emergency braking knowledge discovery, the level 1.6 case representation knowledge retrieval, the level 1.7 train braking function consolidation, the level 1.8 braking deceleration closed loop process control, the level 1.9 braking initial speed rescheduling, the level 2.1 train density scheduling, the level 2.2 resource information time series analysis, the level 2.3 train braking effort resource allocation, the level 2.4 train braking effort resource allocation, the level 2.5 train braking functionality resource exploration, the level 2.6 train braking resource limited scheduling, the level 2.7 time management, the level 3.1 power supply functionality fault and the level 3.2 line functionality fault.
Fig. 19 shows a risk register (risk register) according to the preferred embodiment 1 of the present invention. The train operation control business belongs to a railway traffic management project, the project risk is the potential possibility that the commitment and income can not be delivered in the project starting stage, and the risk management needs to be realized in order to deliver the commitment and income. A record of defined risks associated with the train operation control project is provided and serves as a repository for risk events that are initiated and closed. Graph (a) provides a risk registry including a description of each risk event, the identifier of the risk event, the outcome of the risk assessment, a description of the planned risk response plan, and a summary of the actions taken and the current status, graph (b) provides a five level risk likelihood scale, and graph (c) provides a five level risk impact scale.
In fig. (a), the description of risk events includes: if any train actively takes emergency braking when needed, the accident risk of equipment collision of the follow-up trains on the same track of any train occurs; if any train actively takes emergency braking when needed, the accident risk that the equipment conflict occurs between the first train of the same-track follow-up train of any train and any train exists; if any train actively takes emergency braking when needed, the accident risk that the equipment conflict occurs between the second train of any train and the first train of any train; if any train actively takes emergency braking when needed, the accident risk that a third train in the same-track follow-up of any train and a second train in the same-track follow-up of any train have equipment conflict exists; if any train actively takes emergency braking when needed, the accident risk of equipment collision of the subsequent trains of the third train which is subsequent to the same track of any train occurs; if any train actively takes service braking when needed, the accident risk that any train collides with equipment of a first subsequent train on the same track exists; if any train is actively pulled when needed, there is a risk of an accident where any train collides with the first train that is traveling on the same track.
In fig. (a), the identifiers of risk events include: any train, a first train subsequent to the same track of any train, a second train subsequent to the same track of any train, a third train subsequent to the same track of any train, a subsequent train of a third train subsequent to the same track of any train, a first train subsequent to the same track of any train, and any train.
In graph (a), the start time of a risk event includes, either time; the trigger time of the risk event comprises an event time of a geographical position event of a same-track subsequent train of any train arriving at any data source, an event time of a geographical position event of a same-track subsequent first train of any train arriving at any data source, an event time of a geographical position event of a same-track subsequent second train of any train arriving at any data source, an event time of a geographical position event of a same-track subsequent third train of any train arriving at any radio communication device, an event time of a geographical position event of a subsequent train arriving at any radio communication device of a same-track subsequent third train of any train, an event time of a geographical position event of a same-track subsequent first train of any train arriving at any data source, and an event time of a geographical position event of any train arriving at any data source; the closing time of the risk event comprises the stop of a subsequent train on the same track of any train, the stop of a subsequent first train on the same track of any train, the stop of a subsequent second train on the same track of any train and any time.
In fig. (a), the possibilities for risk analysis include, 4 and 1; the impact of risk analysis includes, 5, 3 and 2; the severity of the risk analysis included 15 (high), 9 (medium) and 4 (low).
In fig. (a), the description of the planned risk response plan includes the response or action: avoiding risks, and braking any train by adopting a train with a first emergency braking mode; avoiding risks, and braking a first subsequent train on the same track of any train by adopting a second emergency braking mode; avoiding risks, and braking a subsequent second train on the same track of any train by adopting a third emergency braking mode; avoiding risks, and adopting common braking to adjust the speed of a third train of trains which follow the same track of any train so as to reduce the initial braking speed (including the initial braking speed of 0); avoiding risks, and adopting common braking to adjust the train speed of a subsequent train of a third train on the same track of any train so as to reduce the initial braking speed (including the initial braking speed of 0); mitigating risk, taking control of service braking in order to maintain a tracked train separation time of any train from a subsequent first train of any train; the risk is mitigated by taking control of the service brakes in order to keep track of the inter-train time of any train with the first train on the same track of any train.
In graph (a), the risk owners include: any train, a first train subsequent to the same track of any train, a second train subsequent to the same track of any train, a third train subsequent to the same track of any train, a subsequent train of a third train subsequent to the same track of any train, a first train subsequent to the same track of any train, and any train.
In figure (a), one summary of actions taken and the current state includes: the method comprises the steps of monitoring event time, monitoring event time and monitoring event time.
As can be seen from the diagram (a), one of the risk identifier of any risk event, the environmental subject of any risk event, one of the two (the other is the data source) triggering subjects of any risk event, the owner of any risk event, the subject of the handling or action of any risk event, and the monitoring subject of any risk event (the other is the data source) is the same train entity.
In fig. (b), five levels of risk potential including, level of risk, scale of risk and description of probability of finding, are: level 1 risk is close to positive, and the occurrence probability is 81-100%; the 2-level risk is high, and the occurrence probability is 61-80%; level 3 risk is possible, the probability of occurrence is 41% -60%; the 4-level risk is low, and the occurrence probability is 21-40%; level 5 risk is almost impossible, with a probability of 1% to 20%.
In graph (c), the five levels of risk impact include the level of risk impact, the scale of risk impact, and the impact of risk on security, respectively: the level 1 risk influence is very low influence, and the rail transit resource management efficiency is reduced; level 2 risk impact is low impact, train property loss accident; the 3-level risk influence is a medium influence, casualties and train and line property loss accidents; level 4 risk impact is high impact, major casualty accident and major train and line property loss; the 5-level risk impact is a very high impact, especially a major casualty accident and the loss of train and line property.
Fig. 20 is a process decision program diagram (process decision program) according to the preferred embodiment 1 of the present invention. Railway transportation production constitutes a complex system, that is, a comprehensive system from the start of planning transportation to delivery. The process decision program diagram method embodies the idea that the overall quality management is changed from the later stage to the prior prevention and from the management result to the management factor to implement the quality control. The products of the transportation industry are in an unrealistic form, and different from industrial products, the quality problem of the products can occur in each link from the beginning to the end of the transportation process, and the quality accident can be caused when the transportation is ended. Due to some sudden reasons, the work may be obstructed and stopped, and the work needs to be solved by a process decision program diagram.
In the figure, the starting point is train operation control.
In the figure, the ideal target is train operation safety control (safety control).
In the figure, the means and method for realizing the goal making comprises: the method comprises the steps of train braking force information resource allocation (information resource allocation), train braking option (alternatives), emergency braking structural decision (structural decision), reducing braking initial speed with service braking, reducing train braking resource requirement (resource resources demand), reserving train braking resource emergency reserve (train braking resource), mining train braking force resource information (resource information mining), adjusting train braking resource allocation (resource allocation), adjusting speed with traction and braking force and adjusting speed with service braking.
In the figure, the obstacle (handover) or emergency braking (emergency braking) situations that may occur in the process execution (process execution) include: risk of equipment conflict (machine interference), presence of train late indication (delay time indication), presence of train brake resource shortage (resource short), and presence of train speed regulation demand.
In the figure, the obtained effects include: equipment conflict risk control (risk control), train brake resource allocation (resource allocation), increasing the number of brake options, and tracking train interval time maintenance.
In the figure, the established route comprises the following steps: starting from train operation control, starting from train operation control to train braking force information resource allocation, starting from train braking force information resource allocation to train braking supply and selection plan establishment and train braking resource emergency reserve reservation, starting from train braking supply and selection plan establishment to equipment conflict risk and train late point indication, starting from equipment conflict risk to emergency braking structuralized decision, starting from emergency braking structuralized decision to equipment conflict risk control, starting from equipment conflict risk control to train operation safety control, starting from train late point indication to common braking reduction braking initial speed, starting from common braking reduction braking initial speed to train braking resource product reduction, starting from train braking resource product reduction to train braking resource allocation, starting from train braking resource allocation to train operation safety control, and starting from train braking resource emergency reserve reservation, the train braking resource is reserved to have train braking resource shortage in an emergency mode, the train braking resource shortage is found to train braking force resource information, the train braking force resource information is found to adjust train braking resource allocation, the train braking resource allocation is adjusted to increase the number of braking supply options, the number of braking supply options is increased to train operation safety control, the train operation control starts, the speed is adjusted by traction force and braking force to have train speed adjustment requirements, the speed is adjusted by train speed to have service braking adjustment speed, the train operation safety control is kept from service braking adjustment speed to tracking train interval time, and the tracking train interval time is kept to train operation safety control.
The time of arrival of the train at the geographical location event is monitored, and the time of arrival of the train at the geographical location event is monitored by the train brake force information resource allocation module; the train braking force information resource allocation comprises but is not limited to that the train acquires the fact knowledge of the event time of the train of the following group arriving at the geographic position event by the information highway and acquires the fact knowledge of the event time of the train of the preceding group arriving at the geographic position event by the information highway, and the train braking force information resource allocation of the train is adjusted according to the acquired fact knowledge; the resource for adjusting the train braking force information is configured as a resource management process for acquiring a decision object (decision object) of the train in the same track group based on a decomposition and coordination principle (priority of decomposition and coordination) and an interest integration principle (interest integration priority). Value element of decision premise (value element of decision precision) includes, but is not limited to, equipment conflict of train, equipment conflict risk of train, passing ability of section, risk under passing ability of section; factual elements of decision premise (fault element of decision precision) include, but are not limited to, the event time of arrival of any train of the group of trains at the geo-location event, the functionality of train braking of any train of the group of trains; continuous time decision processes include, but are not limited to, taking fact-based decision methods (factual approach to decision making) and taking programmed decision techniques (programmed decision technique); the safety management method (safety management approach) includes, but is not limited to, compiling an emergency braking selection scheme, reserving train braking resource emergency reserve, adjusting the train density of a preceding train by adjusting the train speed so as to achieve the target of the number of the emergency braking selection schemes required by an adjustment interval, and adjusting the train density of a subsequent train by adjusting the train speed so as to achieve the target of train braking resource emergency reserve required by the adjustment interval; the safety management object (safety management object) includes, but is not limited to, an event time when any train of the group trains travels to reach the geographical location event, a plan of the event time when any train of the group trains travels to reach the geographical location event, any train speed of the group trains, any tracking train interval time of the group trains, an emergency braking option of train braking of any train of the group trains, and the number of emergency braking options of train braking of any train of the group trains; safety management responsibilities (safety management responsibilities) include, but are not limited to, the responsibility of any train of the group of trains for equipment conflicts within the train itself. In the figure, the demand for train speed regulation includes, but is not limited to, demand for regulation of train density of a following train, demand for regulation of train density of a preceding train, demand for keeping track of train interval time, demand for realization of automatic train speed limitation, demand for reduction of braking time, demand for reduction of braking distance, and demand for stopping.
Fig. 21 is a schematic diagram (schema data) of a data source according to a preferred embodiment 1 of the present invention. In the diagram (a), the detection module obtains a discrete-time signal (discrete-time signal) S1 of the geographical position event of the train arriving at the data source from the air space, the detection module outputs a signal C1 for controlling the event time of the geographical position event of the train arriving at the data source to the clock module, the detection module outputs a signal C2 for controlling the event time of the geographical position event of the train arriving at the data source to the storage module, the clock module outputs a data D1 for the event time of the geographical position event of the train arriving at the data source to the storage module, the storage module outputs an array D2 for the event time of the geographical position event of the train arriving at the data source to the transmission module, the transmission module outputs a signal T1 for radio information transfer (format transfer) of the array D2 for the event time of the geographical position event of the train arriving at the data source to the air space, the power supply module outputs electric energy to the detection module, the clock module, the storage module and the transmission module.
In the diagram (b), the detection module obtains a discrete time domain signal S2 of the geographical position event of the train arriving at the data source from the air space, the detection module outputs a control signal C3 of the event time of the geographical position event of the train arriving at the data source to the timing module, the detection module outputs a control signal C4 of the event time of the geographical position event of the train arriving at the data source to the storage module, the timing module outputs data D3 of the time interval of the event time of the geographical position event of the train arriving at the data source to the storage module, the storage module outputs an array D4 of the time interval of the event time of the geographical position event of the train arriving at the data source to the transmission module, the transmission module outputs a radio information transmission signal T2 of the array D4 of the time interval of the event time of the geographical position event of the train arriving at the data source to the air space, and the power supply module outputs power to the detection module, The device comprises a timing module, a storage module and a transmission module.
It should be noted that the transmission module output signal T1 and/or the transmission module output signal T2 include, but are not limited to, data transmission (data transmission), baseband transmission (baseband transmission), inter-band transmission (inter-band transmission), burst transmission (burst transmission), near field communication (near field communication), ultrahigh frequency communication (SHF communication), very high frequency communication (VHF communication), ultra high frequency communication (UHF communication), extremely high frequency communication (EHF communication), microwave communication (microwave communication), optical communication (optical communication), and laser communication (laser communication).
FIG. 22 is a flow chart of the data source (flow chart) in accordance with the preferred embodiment of the present invention 1. In fig. (a), in step S2201, the detection module detects whether a train arrives, if so, step S2202, otherwise, the process returns to step 2201; step 2202, reading the event time of the clock module, and performing step 2203; step 2203, updating the event time array, and performing step 2204; at step 2204, the event time array signal is transmitted, and the process returns to step 2201.
In fig. b, in step S2205, the detection module detects whether a train arrives, if so, step S2206, otherwise, the process returns to step 2205; step 2206, reading the time interval of the timing module, and performing step 2207; step 2207, updating the time interval array, and performing step 2208; in step 2204, the time interval array signal is transmitted, and the process returns to step 2205.
Fig. 23 shows a layout diagram (layout) according to preferred embodiment 1 of the present invention. The train running line is provided with station rasa, Nandong, Langxian, Millin, forest, Bomi, Banda, Changda, Jiangda, white jade, Pond, Kangding, Yaan and Chengda, a sequence data source is arranged along the train running line, each station is respectively provided with a radio communication device, and the connection of a data link is arranged between each radio communication device and a work station cluster.
It can be understood that the communication process of the GSM-R wireless base station of the CTCS-3 level train operation control system is very difficult to implement and the operation and maintenance cost is high when the method is used for a large mountain dense, a mountain ditch vertical and horizontal and a plurality of tunnels on a train operation line from pizza to adulthood.
It can be understood that under various complex geographic environments such as mountainous regions (mountain), canyons (canyons), long tunnels (long tunnels), unmanned areas (No Man's land) and continental bridges (transformational railways), data sources arranged in wide regions can be placed in a track space in an intelligent dust (Smart dust) form, so that the environment adaptability of the terrain is good, the intelligent dust is light in weight and small in size, the operation of on-line fault detection (on-line fault detection) in train operation and replacement equipment (space attachment) after the train operation is facilitated, and the economy and the maintainability are better compared with the operation and maintenance work of a GMS-R wireless base station.
Fig. 24 is a block diagram (block diagram) of the system according to the preferred embodiment of the present invention. The train is provided with a controller, the ground is provided with a data source and a knowledge management system, the data source transmits information to the controller, and the knowledge management system and the controller mutually transfer knowledge.
Fig. 25 is a timing diagram (sequence diagram) of the preferred embodiment 2 of the present invention. The object comprises a controller, a knowledge management system and a data source, and in the train driving stage: 1: the knowledge management system realizes the train functional report management; 2: the knowledge management system realizes interlocking state information management; 3: the knowledge management system realizes the information management of the scheduling instruction; 4: the knowledge management system realizes the management of weather report information; 5: the knowledge management system realizes hydrological observation information management; 6: the knowledge management system realizes earthquake alarm information management; 7: the data source detects the occurrence of a geographic location event where the controller arrives at the data source with the travel of the train; 8: the data source generates an event time array of event times of geographic position events of the arrival of the train at the data source; 9: the data source transmits the information of the event time array to the controller; 10: the controller generates and stores the fact knowledge; 11: the controller calculates the speed of the train, the speed of the first train and the speed of the second train; 12: the controller calculates the magnitude of the braking deceleration of the train, the magnitude of the braking deceleration of the preceding first train and the magnitude of the braking deceleration of the preceding second train; 13: the controller calculates the train interval time between the train and the first train before the train; 14: the controller arrives at the geographic location of the radio communication device of the knowledge management system with the travel of the train; 15: the controller and the knowledge management system implement the knowledge transfer of the factual knowledge to the knowledge management system in radio communication with the knowledge transfer; 16: the workstation cluster of the knowledge management system obtains the fact knowledge and updates the fact knowledge by the controller via the data link of the knowledge management system and the radio communication device of the knowledge management system; 17: a workstation cluster of the knowledge management system excavates knowledge services; 18: the knowledge management system taking a knowledge transfer of the knowledge service to the controller via the data link of the knowledge management system and the radio communication device of the knowledge management system; 19: the safety control of train braking is undertaken by the train to the controller based on the train speed of the train, the train speed of the first train moving ahead, the train speed of the second train moving ahead, the magnitude of the braking deceleration of the train, the magnitude of the braking deceleration of the first train moving ahead, the magnitude of the braking deceleration of the second train moving ahead, the tracked train separation time of the train from the first train moving ahead, and the knowledge service.
It is to be understood that the factual knowledge includes, but is not limited to, train speed of the train, train speed of the first preceding train, train speed of the second preceding train, magnitude of braking deceleration of the first preceding train, magnitude of braking deceleration of the second preceding train, tracked train separation time of the train from the first preceding train, object identifier of the train, train location representation of the train, event time of arrival of the train at the geo-location event, geo-identifier of the geo-location at which the train arrived at the geo-location event, schedule of event time at which the train is expected to arrive at the geo-location event.
It is to be appreciated that the knowledge services include, but are not limited to, providing the control knowledge needed to adjust the train brake initiation speed and the emergency brake time, to implement train braking of a first emergency brake pattern of the train, to implement train braking of a second emergency brake pattern of the train, to implement train braking of a third emergency brake pattern of the train, to implement train braking of a fourth emergency brake pattern of the train, to adjust track train separation time, to adjust brake initiation speed and emergency brake time.
It will be appreciated that the train actively engaging emergency braking includes, but is not limited to, the train itself having a device failure.
FIG. 26 shows a generation rule (production rule) set for the preferred embodiment 2 of the present invention. The global database includes stored constants, variables of the input facts, variables of the intermediate results of the inference, and variable data items of the final results of the inference.
Wherein the stored constants include: group train functionality and line functionality.
Wherein the input variables of the fact include: knowledge of the fact that any train arrived at the geo-location event, weather report information, hydrological observation information, earthquake warning information, scheduling instructions information, interlocking status information, any train functionality information, section line functionality information, event time of the train arriving at the geo-location event, event time of the first train arriving at the geo-location event, event time of the second train arriving at the geo-location event, event time of the third train arriving at the geo-location event, and emergency braking of the train actively take place.
Wherein the variables of the intermediate result of the inference include: the knowledge service, the magnitude of the train speed and brake deceleration of the preceding first train, the magnitude of the train speed and brake deceleration of the preceding second train, the magnitude of the train speed and brake deceleration of the preceding third train, the tracked train separation time of the train from the preceding first train.
Wherein the variables of the final result of the inference include: the train is adjusted to brake the initial speed and the emergency braking time with the service brake, the train is braked with the first emergency braking mode, the train is braked with the second emergency braking mode, the train is braked with the third emergency braking mode, the train is braked with the fourth emergency braking mode, and the train is adjusted to track the train interval time with the service brake.
The 11 rules of the production rule set are as follows:
It can be understood that any train can monitor the train braking condition of the preceding train and master the running condition of the subsequent train and the train braking functionality, the safety control of train braking required by the train is adopted according to the train braking condition of the preceding train, the running condition of the subsequent train and the train braking functionality, and any train can achieve the running safety together with any train and other trains of any train by selecting the decision target of train braking.
It is understood that any train functional intelligence includes, but is not limited to, train operational equipment failure (breakthrough of equipment) intelligence; the functional report of the inter-zone route includes, but is not limited to, automatic train speed limit (automatic train speed restriction) information; the interlock status information includes, but is not limited to, switch indication (switch indication), switch in transition (switch in transition), and switch out of indication (loss of indication of a switch) information.
Fig. 27 is a data flow chart (data flow diagram) of the preferred embodiment 2 of the present invention. The lead train E1 generates a knowledge base of fact knowledge D1, the process of gathering fact knowledge P1 sends the fact knowledge of the knowledge base D1 to the process of mining organization knowledge P3, the process of mining organization knowledge P3 manages weather report intelligence, hydrological observation intelligence, earthquake alarm intelligence, scheduling instructions intelligence and interlocking status intelligence, the subsequent train E2 generates a knowledge base of fact knowledge D2, the process of gathering fact knowledge P2 sends the fact knowledge of the knowledge base D2 to the process of mining organization knowledge P3, the process of mining organization knowledge P3 generates a knowledge base of organization knowledge D3, the process of mining organization knowledge P3 sends knowledge services to the train E4, the data source E3 generates a knowledge base of event time arrays D4, the data source E3 sends event time arrays to the train E4, the train E4 generates a knowledge base of fact knowledge D5 as the knowledge base of the subsequent train E1 and the knowledge base of subsequent train E2 or the knowledge base of forward train. Train E4 sends knowledge base of factual knowledge D5 to Process for mining organizational knowledge P3.
Fig. 28 shows a layout diagram (layout) according to the preferred embodiment 2 of the present invention. The method is characterized in that stations Nanjing, Xianlin, Bao Huashan, Zhenjiang, Dangyo, Danyang, Changzhou, chiffon weir, Huishan, Wuxi, New zone without tin, Suzhou new zone, Suzhou garden zone, Yangcheng lake, Kunshan south, flower bridge, northeast of the Anting, Shanghai rainbow bridge, south flying north, Shanghai West and Shanghai are arranged on a railway line of Shanghai rail transit, trains are arranged on the railway line, data source sequences are arranged along the railway line, radio communication equipment of a knowledge management system is arranged on each station, and data links of the knowledge management system are connected between the radio communication equipment of each knowledge management system and between work station clusters of the knowledge management system. There are trains in the station Suzhou new area and the Suzhou block area, and the trains run from the station Suzhou new area to the station Suzhou.
When the train arrives at the geographical position of the station Suzhou, the train performs radio communication of knowledge transfer with a work station machine group of the knowledge management system through a radio communication device of the knowledge management system arranged at the geographical position of the station Suzhou and a data link of the knowledge management system, on one hand, the train provides the knowledge of the fact that the train is generated and stored for the knowledge management system, and on the other hand, the train obtains the knowledge service by the knowledge management system. Whenever any train arrives at the geographic location of any data source, the train obtains an event time array provided by the data source.
Fig. 29 is a schematic diagram of automatic group train blocking (automatic block system) according to a preferred embodiment of the present invention 2. A group train including a train X, a train Y and a train Z is arranged on a track of a section from a station Suzhou new area to the station Suzhou, and the train X, the train Y and the train Z of the group train realize automatic blocking of the section by information resource allocation of train braking force. The train X, the train Y and the train Z of the group train run in the running direction, the train X, the train Y and the train Z of the group train obtain knowledge service of a knowledge management system when the group train runs to reach the geographical position of a Suzhou new area of a station, the train X, the train Y and the train Z of the group train respectively adopt train traction and train braking force adjusting speeds to track train interval time keeping, equipment conflict risk control is realized through train braking force information resource allocation, and therefore train running safety control in an interval is obtained.
It is to be understood that knowledge services include, but are not limited to, determining the emergency braking patterns required for each of train X, train Y and train Z to travel through the respective trains of the bay, tracking train separation time, and schedule of event times for the arrival of the trains at the geo-location event; carrying out risk monitoring on event time of a geographic position event of a train arriving at a data source by the train X, the train Y and the train Z, identifying equipment conflict risk, and carrying out closed-loop process control on braking deceleration; the train X, the train Y and the train Z of the group train adopt emergency braking with different braking distances and/or braking times, so that the train X, the train Y and the train Z of the group train can be ensured to avoid equipment collision in an interval; similarly, the train X, the train Y and the train Z of the group train acquire the knowledge service of the knowledge management system when the train X, the train Y and the train Z of the group train successively travel to reach the geographic position of the station suzhou, and can ensure that the train X, the train Y and the train Z of the group train avoid equipment conflict in the area from the station suzhou to the station suzhou park.
It will be appreciated that closed loop process control based on the time of the event at which the train arrives at the geographic location of the data source facilitates obtaining accuracy in tracking inter-train time maintenance.
It can be understood that the accurate tracking of the train interval time is beneficial to forming advanced information, connection and closing equipment with the existing information, connection and closing equipment, so that the improvement of the interval passing capacity is realized.
It can be understood that the preferred embodiment 2 of the present invention is a new blocking system and/or method based on train braking safety management, which is beneficial to the implementation of the operation management of small formation and public transportation of trains, and is beneficial to the improvement of the resource management efficiency of the huning inter-city high speed railway.
It can be understood that the group train block in the preferred embodiment 2 of the present invention is a new block system and/or method based on train brake safety management, which is beneficial to solving the problem of limited station passing capability and/or providing an innovative application process (initialization) for solving the problem of limited station passing capability.
FIG. 30 is a process decision program (process decision program) diagram according to the preferred embodiment 2 of the present invention.
In the figure, the starting point is train operation control.
In the figure, the ideal target is train operation safety control.
In the figure, the means and method for realizing the goal making comprises: the method comprises the steps of train braking force information resource allocation, emergency braking option planning, emergency braking structuralized decision making, speed regulation by traction force and braking force and speed regulation by service braking.
In the figure, possible obstacles or emergency braking situations in the process implementation include: there is a risk of train equipment conflict and there is a train speed regulation requirement.
In the figure, the obtained effects include: device collision risk control and track train break time maintenance.
In the figure, the established route comprises the following steps: starting from train operation control, train operation control is carried out to train braking force information resource allocation, train braking force information resource allocation is carried out to establishment of an emergency braking alternative scheme, establishment of an emergency braking alternative scheme is carried out to have a train equipment conflict risk, the train equipment conflict risk is carried out to an emergency braking structuralization decision, the emergency braking structuralization decision is carried out to equipment conflict risk control, the equipment conflict risk is controlled to train operation safety control, starting from train operation control, the train operation control is carried out to have a traction force and braking force adjusting speed, the traction force and braking force adjusting speed is carried out to have a train speed adjusting demand, the train speed adjusting demand is carried out to have a service braking adjusting speed, the train operation safety control is carried out from service braking adjusting speed to tracking train interval time, and the tracking train interval time is carried out to train operation safety control.
It should be noted that the train braking force information resource configuration includes, but is not limited to, the knowledge management system providing the knowledge service to the trains when any train of all the trains reaches the geographical position of the wireless communication of the knowledge management system according to the fact knowledge that all the trains that the knowledge management system grasps reach the geographical position event and various resources; the emergency brake structured decision includes, but is not limited to, selecting the required emergency brake pattern according to the actual condition of the train brake of the preceding train. The value factors of the decision premise include, but are not limited to, train equipment conflict risk, interval passing capacity, and train equipment conflict risk under the interval passing capacity; factual factors for decision making premises include, but are not limited to, event time of arrival of any of all trains at the geo-location event, train braking functionality of any of all trains; continuous-time decision processes include, but are not limited to, fact-based decision methods, programmed decision techniques; the safety management method comprises the steps of compiling an emergency braking alternative scheme, and adjusting the train density by adjusting the train speed so as to achieve the aim of adjusting the number of the emergency braking alternative schemes required by the interval; the safety management objects include, but are not limited to, the event time of any train of all trains traveling to the geographical location event, the schedule of the event time of any train of all trains traveling to the geographical location event, any train speed of all trains, any tracking train interval time of all trains, the emergency braking options of any train of all trains, and the number of emergency braking options of any train of all trains; safety management responsibilities include, but are not limited to, the responsibility of the knowledge management system to undertake train equipment conflicts.
Fig. 31 is a block diagram (block diagram) of the system according to the preferred embodiment of the present invention. The magnetic suspension train is provided with a controller, a data source and an automatic train receiving and dispatching control system are arranged on the ground, the data source transmits information in a single direction to the controller, and the controller and the automatic train receiving and dispatching control system transfer knowledge in two directions.
Fig. 32 is a diagram of resource scenario (resource scene) in accordance with the preferred embodiment of the present invention 3. The automatic control system for receiving and dispatching the train comprises a data station, a data link and a work station cluster, wherein the work station cluster of the automatic control system for receiving and dispatching the train is connected with the data station of the automatic control system for receiving and dispatching the train by the data link of the automatic control system for receiving and dispatching the train; when the controller of any maglev train reaches the geographical position of any data source along with the travel of the maglev train in the traveling direction, the data source implements the radio communication of information transmission to the controller, and the dot-dash line is radio wave for information transmission; when the controller of any maglev train reaches the geographical position of the data station of the train receiving and dispatching automatic control system along with the running of the maglev train in the running direction, the work station machine group of the train receiving and dispatching automatic control system implements the radio communication of knowledge transfer with the controller through the data link of the train receiving and dispatching automatic control system and the data station of the train receiving and dispatching automatic control system, and the dotted line is radio wave for the knowledge transfer.
Fig. 33 is a diagram of a train operation chart (train diagram) according to a preferred embodiment of the present invention. The train receiving and dispatching automatic control system comprises a starting station a, an intermediate station b, a data station c, a data station d, a data station machine group and a data station machine group, wherein the starting station a is provided with the data station of the train receiving and dispatching automatic control system, the intermediate station b is provided with the data station of the train receiving and dispatching automatic control system, the intermediate station c is provided with the data station of the train receiving and dispatching automatic control system, the final station d is provided with the data station machine group of the train receiving and dispatching automatic control system, and the data station machine group, the data station machine group and the data station machine group are connected through a data link of the train receiving and dispatching automatic control system. Wherein, the magnetic-levitation trains A, B, C, D, E, F, G, H, I, J and K run in a train running chart; the maglev train A is a forward maglev train of the maglev trains B, C, D, E, F, G, H, I, J and K, and the maglev trains B, C, D, E, F, G, H, I, J and K are subsequent maglev trains of the maglev train A; the magnetic-levitation trains A and B are the advancing magnetic-levitation trains of the magnetic-levitation trains C, D, E, F, G, H, I, J and K, and the magnetic-levitation trains C, D, E, F, G, H, I, J and K are the subsequent magnetic-levitation trains of the magnetic-levitation trains A and B; the maglev trains A, B and C are the preceding maglev trains of the maglev trains D, E, F, G, H, I, J and K, and the maglev trains D, E, F, G, H, I, J and K are the subsequent maglev trains of the maglev trains A, B and C; the maglev trains A, B, C and D are the preceding maglev trains of the maglev trains E, F, G, H, I, J and K, and the maglev trains E, F, G, H, I, J and K are the subsequent maglev trains of the maglev trains A, B, C and D; the maglev trains A, B, C, D and E are the preceding maglev trains of the maglev trains F, G, H, I, J and K, and the maglev trains F, G, H, I, J and K are the subsequent maglev trains of the maglev trains A, B, C, D and E; the maglev trains A, B, C, D, E and F are the preceding maglev trains of the maglev trains G, H, I, J and K, and the maglev trains G, H, I, J and K are the subsequent maglev trains of the maglev trains A, B, C, D, E and F; the maglev trains A, B, C, D, E, F and G are the preceding maglev trains of the maglev trains H, I, J and K, and the maglev trains H, I, J and K are the subsequent maglev trains of the maglev trains A, B, C, D, E, F and G; the maglev trains A, B, C, D, E, F, G and H are the preceding maglev trains of the maglev trains I, J and K, and the maglev trains I, J and K are the subsequent maglev trains of the maglev trains A, B, C, D, E, F, G and H; the maglev trains A, B, C, D, E, F, G, H and I are the preceding maglev trains of the maglev trains J and K, and the maglev trains J and K are the subsequent maglev trains of the maglev trains A, B, C, D, E, F, G, H and I; the maglev trains A, B, C, D, E, F, G, H, I and J are the preceding maglev trains of the maglev train K, and the maglev train K is the subsequent maglev trains of the maglev trains A, B, C, D, E, F, G, H, I and J.
Wherein, maglev train A is the sixth maglev train that moves ahead of maglev train G, maglev train B is the fifth maglev train that moves ahead of maglev train G, maglev train C is the fourth maglev train that moves ahead of maglev train G, maglev train D is the third maglev train that moves ahead of maglev train G, maglev train E is the second maglev train that moves ahead of maglev train G, maglev train F is the first maglev train that moves ahead of maglev train G, maglev train H is the first maglev train that follows of maglev train G, maglev train I is the second maglev train that follows that moves ahead of maglev train G, maglev train J is the third maglev train that follows that moves ahead of maglev train G, maglev train K is the fourth maglev train that follows that floats train G, so on … …
The fact knowledge of the maximum number of maglev trains in the interval of the adjacent data stations can be obtained by traversing the train running diagram, namely the maximum number of maglev trains in the interval of any adjacent data station at any time is less than or equal to 4, and the maximum number of maglev trains in the interval of the adjacent data station II and the data station III in the delta t period is 4.
At time t1, maglev trains A, B, C, D, E, F, G and H are outbound maglevs of the origin station a, maglev trains I, J and K are not outbound maglev trains of the origin station a, maglev trains A, B, C, D, E, F and G are inbound maglev trains of the intermediate station b, maglev trains H, I, J and K are non-inbound maglev trains of the intermediate station b, maglev train A, B, C, D, E, F is outbound maglev train of the intermediate station b, maglev trains G, H, I, J and K are not outbound maglev trains of the intermediate station b, maglev trains A, B and C are inbound maglev trains of the intermediate station C, maglev trains D, E, F, G, H, I, J and K are not inbound maglev trains of the intermediate station C, maglev trains A, B and C are outbound trains of the intermediate station C, maglev trains D, K, b, C, E. F, G, H, I, J and K are non-departure maglev trains of the intermediate station c, the maglev train A is a departure maglev train of the terminal station d, and the maglev trains B, C, D, E, F, G, H, I, J and K are non-departure maglev trains of the terminal station d.
Any maglev train which does not get out of the station can acquire the knowledge service of the automatic train receiving and dispatching control system through the data station arranged at the station, at the time t1, the maglev trains I, J and K can acquire the knowledge service of the automatic train receiving and dispatching control system through the data station I, and the maglev train G can acquire the knowledge service of the automatic train receiving and dispatching control system through the data station II. Any magnetic-levitation train which does not arrive at the station can obtain the knowledge service of the train receiving and dispatching automatic control system and transfer the knowledge to the train receiving and dispatching automatic control system through the data station arranged at the station when the magnetic-levitation train arrives at any station in the following, the maglev trains I, J and K can obtain the knowledge service of the train receiving and dispatching automatic control system and send the knowledge to the train receiving and dispatching automatic control system after the time t1, the maglev trains D, E, F, G, H, I, J and K can obtain the knowledge service of the train receiving and dispatching automatic control system and transfer the knowledge to the train receiving and dispatching automatic control system after the time t1, the maglev trains B, C, D, E, F, G, H, I, J and K can obtain the knowledge service of the train receiving and dispatching automatic control system and transfer the knowledge to the train receiving and dispatching automatic control system after the time t1 through the data station.
Fig. 34 is a schematic diagram of the emergency braking configuration (protective style) of the braking time according to the preferred embodiment 3 of the present invention. The horizontal axis is time T in units of s and the vertical axis is train speed V starting at 0 in units of km/h, showing 5 emergency brake time patterns Δ Teb1、ΔTeb2、ΔTeb3、ΔTeb4And Δ Teb5And a lower limit Delta T of braking deceleration at 1 emergency braking train speedebglbAnd an supremum of braking deceleration Δ T at 1 service brake train speedsblub. Wherein, the braking time Delta TebglbThe corresponding dotted line is the lower limit of braking deceleration under the emergency braking train speed v1, and the braking time of the train braking under the lower limit of braking deceleration under the emergency braking train speed v1 is taken from t1 to t7 by using the initial braking speed v 1. Wherein the broken line corresponding to the braking time Δ tsbluThe braking time of the train braking with the upper limit of the braking deceleration at the train speed v1 of the service braking with the initial braking speed v1 is from t1 to t8, which is the upper limit of the braking deceleration at the train speed v1 of the service braking. Wherein, the braking time Delta Teb1The corresponding solid lines are the speed time control curve for the first emergency braking mode, where emergency braking is applied from braking initial speed v1 to time T1 until a stop is achieved at time T6 at a speed of 0, and the braking time Δ T eb2The corresponding solid lines are the speed time control curve for the second emergency braking mode, where emergency braking is applied from the initial braking speed v1 to time T1 until the speed is 0 and the stop is achieved at time T5, and the braking time Δ Teb3The corresponding solid lines are the speed time control curve of the third emergency braking mode for taking emergency braking from the initial braking speed v1 to the time T1 until the speed is 0 and the stop is realized at the time T4, and the braking time delta Teb4The corresponding solid lines are the speed time control curve for the fourth emergency braking mode, where emergency braking is applied from the initial braking speed v1 to time T1 until the speed is 0 and the stop is achieved at time T3, and the braking time Δ Teb5The corresponding solid line is the speed-time control curve for the fifth emergency braking mode where the brake application is applied hard until speed 0 achieves a stop at time t2 at brake application initial speed v1 to time t 1.
It can be understood that different braking distances can be obtained by adopting different braking time, and the purpose of preventing equipment collision between magnetic suspension trains can be achieved by adopting scheduling (scheduling) train braking process implementation.
FIG. 35 shows a generation rule (production rule) set for the preferred embodiment 3 of the present invention. The global database includes stored constants, variables of the input facts, variables of the intermediate results of the inference, and variable data items of the final results of the inference.
The stored constants include: a distance between geographic locations of the data sources, a geographic identifier of the geographic location of the data source, and a train operating map.
The variables of the input fact include: the time of the event that the magnetic-levitation train reaches the geographic position event, the time of the event that the advancing first magnetic-levitation train reaches the geographic position event, the time of the event that the advancing second magnetic-levitation train reaches the geographic position event, the time of the event that the advancing third magnetic-levitation train reaches the geographic position event, the time of the event that the advancing fourth magnetic-levitation train reaches the geographic position event, the time of the event that the advancing fifth magnetic-levitation train reaches the geographic position event, and the magnetic-levitation trains actively adopt emergency braking.
Variables of intermediate results of the inference include: the first magnetic-levitation train actively takes emergency braking, the second magnetic-levitation train actively takes emergency braking, the third magnetic-levitation train actively takes emergency braking, the fourth magnetic-levitation train actively takes emergency braking, the fifth magnetic-levitation train actively takes emergency braking, the fourth magnetic-levitation train actively takes emergency situations, the fifth magnetic-levitation train actively takes emergency situations, and the fifth magnetic-levitation train actively takes emergency situations.
The variables of the final result of the inference include: the method comprises the steps that a maglev train adopts common braking to implement train interval time adjustment tracking, the maglev train adopts train braking of a first emergency braking mode, the maglev train adopts train braking of a second emergency braking mode, the maglev train adopts train braking of a third emergency braking mode, the maglev train adopts train braking of a fourth emergency braking mode, the maglev train adopts train braking of a fifth emergency braking mode, the maglev train adopts common braking to implement parking, the maglev train adopts stopping braking (stopping braking) to implement stopping and dispatching, the maglev train adopts stopping braking to implement stopping and dispatching, and the maglev train adopts stopping braking to implement stopping and dispatching.
The 18-term rules of the production rule set are as follows:
And according to the rule 15, if the distance between the geographic positions of the data sources exists, the fifth magnetic suspension train in the front adopts emergency braking, and the magnetic suspension train adopts service braking to stop.
And according to the rule 16, if the fourth magnetic-levitation train in the front has an emergency, the magnetic-levitation train adopts the parking brake to stop the departure.
And according to the rule 17, if the fifth forward magnetic-levitation train has an emergency, the magnetic-levitation train adopts the parking brake to stop and dispatch the train.
In rule 18, if the fifth leading maglev train has an emergency, the maglev train adopts the parking brake to stop departure.
It should be noted that, according to spatio-temporal reasoning, the following reasoning nodes (inference nodes) can be obtained: 1. the train braking control of emergency braking can be actively adopted at any moment of any maglev train in the running period of the interval between any two adjacent data stations according to the actual running requirement of the train; 2. the train receiving and dispatching automatic control system can always acquire the fact knowledge that the fourth magnetic-levitation train in front has an emergency and/or the fifth magnetic-levitation train in front has an emergency at a required moment, and take control measures for stopping the train dispatching for the magnetic-levitation trains which are not out of the station according to the fact knowledge; 3. the subsequent magnetic-levitation train which is out of the station can always ensure that the information that the fifth magnetic-levitation train which moves ahead adopts emergency braking, the fourth magnetic-levitation train which moves ahead has emergency and the fifth magnetic-levitation train which moves ahead has emergency is obtained by the automatic control system of train receiving and dispatching at the required moment, and the information resources of the distance between the geographic positions of the data source and the event time information of the geographic position event of the magnetic-levitation train reaching the data source adopt common braking to stop; 4. the outbound subsequent sequence magnetic suspension train can always ensure that the outbound subsequent sequence magnetic suspension train realizes the safe parking of all the magnetic suspension trains of the outbound subsequent sequence magnetic suspension train by using the common brake according to the information resource of the distance between the geographic positions of the data source and the event time information of the event that the magnetic suspension train reaches the geographic position of the data source.
It can be understood that, as shown in the figure, if the sequence data sources are arranged along the magnetic levitation track according to the distances between the geographic positions of the equivalent data sources, namely when the distances between the geographic positions of the data sources are constant, the time interval of the event time of the magnetic levitation train reaching the geographic position event of the data sources is a function of the lower limit of the train speed of the magnetic levitation train emergency brake and/or the upper limit of the train speed of the magnetic levitation train common brake, that is, the lower limit of the magnetic levitation train emergency brake can be represented by the upper limit of the time interval of the event time of the magnetic levitation train reaching the geographic position event of the data sources, and the upper limit of the magnetic levitation train common brake can be represented by the lower limit of the time interval of the event time of the magnetic levitation train reaching the geographic position event of the data sources, so that the determination of numerical comparison between the time interval and the upper limit of the time interval is only needed to obtain the knowledge of whether the magnetic levitation train adopts the emergency brake. The sequence data sources are arranged along the magnetic suspension track according to the distance between the geographic positions of the equivalent data sources, so that the resource demand on the calculation force of the magnetic suspension train is favorably reduced, and the timeliness of acquiring the fact knowledge with emergency is favorably ensured.
It can be understood that, as shown in the figure, the fact knowledge of the emergency situation includes, but is not limited to, the emergency situation of the fourth magnetic-levitation train in the forward direction and the emergency situation of the fifth magnetic-levitation train in the forward direction, so that the information processing of the knowledge redundancy is beneficial to ensuring the validity of the train receiving and dispatching automatic control system for acquiring the fact knowledge of the emergency situation.
It is understood that the knowledge of the nature of the emergency includes, but is not limited to, knowledge of the nature of the emergency of a fifth preceding maglev train mined from the fifth preceding maglev train based on the distance between the geographical locations of the data source, the geographical identifier of the geographical location of the data source, and the event time of the fifth preceding maglev train arriving at the geographical location, knowledge of the emergency of a fifth preceding maglev train mined from the fourth preceding maglev train based on the distance between the geographical locations of the data source, the geographical identifier of the geographical location of the data source, the event time of the fourth preceding maglev train arriving at the geographical location, and the event time of the fifth preceding maglev train arriving at the geographical location, knowledge of the emergency of the fifth preceding maglev train mined from the train operation diagram, the geographical identifier of the geographical location of the data source, and the event time of the fifth preceding maglev train arriving at the geographical location, and the train automatic train control system can be used to determine the emergency of the fifth preceding maglev train arriving at the geographical location And the information processing of the knowledge redundancy is beneficial to ensuring the validity of the fact knowledge of the emergency condition of the magnetic suspension train acquired by the train receiving and dispatching automatic control system.
It can be understood that, on the one hand, the maglev train monitors the train braking condition of the maglev train ahead of the maglev train in the sequence and takes the control of the train braking according to the information resource of the distance between the geographic positions of the data source, the information resource of the geographic identifier of the geographic position of the data source and the event time information of the event that the maglev train arrives at the geographic position, and the safety control is achieved by selecting the train braking process implementation, including but not limited to the safety control of the maglev train taking the common braking to track the train interval time adjustment, the safety control of the maglev train taking the first emergency braking mode, the safety control of the maglev train taking the second emergency braking mode, the safety control of the maglev train taking the third emergency braking mode, the safety control of the maglev train taking the fourth emergency braking mode, the safety control of the train taking the fourth emergency braking mode, The magnetic-levitation train adopts the safety control of train braking of a fifth emergency braking style, the safety control of the magnetic-levitation train adopting common braking to implement parking and the safety control of the magnetic-levitation train adopting common braking to implement parking; on the other hand, the train receiving and dispatching automatic control system supervises the fact knowledge of train braking of any maglev train according to the information resource of the geographic identifier of the geographic position of the data source, the train running diagram and the event time information of the event that the maglev train arrives at the geographic position, and adopts the control of train receiving and dispatching according to the fact knowledge, and the safety control is achieved by implementing the stop of the common brake of the maglev train and/or implementing the stop and dispatching of the stop brake of the maglev train.
FIG. 36 is a timing diagram (sequence diagram) of the preferred embodiment 3 of the present invention. The object includes: the method comprises the following steps that a maglev train controller, a train receiving and dispatching automatic control system and a data source are arranged in a preparation stage, 1: determining a geographic identifier database of the geographic location of the data source and a distance database between the geographic locations of the data source; 2: the automatic control system for train receiving and dispatching stores the geographic identifier database of the geographic position of the data source and the train operation diagram; 3: a geographical identifier database for storing the geographical position of the data source, and a time interval supremacy boundary of the magnetic-levitation train emergency braking and a time interval supremacy boundary of the magnetic-levitation train service braking are calculated and stored according to the supremacy boundary of the magnetic-levitation train emergency braking, the supremacy boundary of the magnetic-levitation train service braking and the distance database between the geographical positions of the data source; in the driving stage, 4: generating a time interval array of event times of the geographical position events of the sequence magnetic-levitation train arriving at the data source; 5: the information transmission of time interval arrays when the maglev train reaches the geographical position of the data source; 6: judging that an emergency situation occurs when the time interval data items of the time interval array are smaller than the time interval upper limit, selecting an emergency braking mode and adopting the emergency braking of the selected emergency braking mode; 7: the maglev train generates and stores the fact knowledge of the geographic position event of the maglev train arriving at the data source; 8: the transfer of knowledge of emergency and/or factual knowledge in the geographical location of arrival of the magnetic levitation train at the data station; 9: mining knowledge required for taking parking and/or stopping departure measures according to emergency and/or factual knowledge, a geographic identifier database of geographic positions of data sources and a train working diagram, and issuing a parking and/or stopping departure instruction to all magnetic-levitation trains when needed; 10: the magnetic suspension train arrives at the knowledge transfer of the stop and/or stop departure instruction at the geographic position of the data station; 11: and when the emergency brake of the selected emergency brake mode is judged, the emergency brake of the selected emergency brake mode is kept, when the emergency brake of the selected emergency brake mode is absent, and a parking and/or departure stopping instruction is received, the service brake is adopted to realize parking and/or the parking brake is adopted to realize stopping and departure stopping, and when the emergency brake of the selected emergency brake mode is absent and the parking and/or departure stopping instruction is not received, the train continues to run in a state of adjusting and/or keeping tracking the interval time of the train.
It can be understood that any maglev train has equivalent lower definite limit of emergency braking and upper definite limit of service braking, and the train braking safety control of any maglev train is ensured by the train braking functionality. When any maglev train reaches the geographical position of any data source, the maglev train controller obtains 5 time interval information of 5 preceding maglev trains of the maglev train reaching the geographical position of the data source from the data source, and the maglev train controller can find out the fact knowledge whether the 5 preceding maglev trains adopt emergency braking. When any maglev train reaches the geographical position of a data station of the automatic train receiving and dispatching control system, the maglev train controller implements knowledge transfer of emergency and/or factual knowledge of the geographic position event of the maglev train reaching the data source through the data station to the automatic train receiving and dispatching control system, and the automatic train receiving and dispatching control system excavates the knowledge required for parking and/or stopping and dispatching according to the emergency and/or factual knowledge, the geographic identifier database of the geographic position of the data source and the train running chart and issues parking and/or stopping and dispatching instructions to all maglev trains when needed. The train receiving and dispatching automatic control system issues a parking and/or stopping dispatching command to all maglevs through all data stations including a data station I, a data station II, a data station III and a data station II, any maglev train in operation, which finds out that 5 preceding maglev trains adopt the fact knowledge of emergency braking, adopts the selected emergency braking, any maglev train in operation, which does not find out that 5 preceding maglev trains adopt the fact knowledge of emergency braking, adopts the common braking according to the parking command to realize parking, and any maglev train not leaving the station adopts the parking braking according to the stopping dispatching command to realize the stopping dispatching.
Fig. 37 is a diagram of case reasoning (case recovering) for train braking (train braking) safety control (safety control) according to a preferred embodiment of the present invention 3. In the figure, there are 7 inference rules:
rule I1, if any one of the maglevs in any one of the zones actively adopts the train brake of the first emergency brake pattern, it is an emergency situation of any one of the maglevs in any one of the zones.
Rule I2, if the subsequent first maglev train of any one of the maglev trains passively adopts train braking in the second emergency braking mode, there is a countermeasure for the subsequent first maglev train of any one of the maglev trains.
Rule I3, if the second subsequent magnetic levitation train of any magnetic levitation train passively adopts the train brake of the third emergency brake pattern, there is a countermeasure for the second subsequent magnetic levitation train of any magnetic levitation train.
Rule I4, if the subsequent third maglev train of any one maglev train passively adopts train braking in the fourth emergency braking mode, there is a countermeasure for the subsequent third maglev train of any one maglev train.
Rule I5, if the fourth subsequent magnetic levitation train of any magnetic levitation train passively adopts the train brake of the fifth emergency brake pattern, then there is a countermeasure for the fifth subsequent magnetic levitation train of any magnetic levitation train.
Rule I6, if any one of the magnetic levitation trains in any section has an emergency, the following first magnetic levitation train of any one of the magnetic levitation trains has a countermeasure, the following second magnetic levitation train of any one of the magnetic levitation trains has a countermeasure, the following third magnetic levitation train of any one of the magnetic levitation trains has a countermeasure, and the following fourth magnetic levitation train of any one of the magnetic levitation trains has a countermeasure, it is an emergency risk countermeasure.
Rule I7, if there is an emergency risk coping technical measure, any subsequent maglev train in the rear section of any section acquires knowledge service and adopts service brake to stop the maglev train under the emergency measure condition, any maglev train which has left the station in any section adopts service brake to track the train interval time adjustment, and any maglev train which has not left the station acquires knowledge service and adopts stop brake to stop the train to send out under the emergency measure condition, the safety control of the train brake of the maglev train is realized.
It should be noted that the safety control of the train brake of the maglev train includes, but is not limited to, selecting an emergency brake style, supervising and controlling the event time of the geographical location event when the maglev train arrives at the data source according to the upper definition of the time interval of the emergency brake and the event time of the geographical location event when the maglev train arrives at the data source, supervising and controlling the event time of the geographical location event when the maglev train arrives at the data source according to the lower definition of the time interval of the common brake and the event time of the geographical location event when the maglev train arrives at the data source; the adjustment of the trackbound train interval time includes, but is not limited to, monitoring and controlling the event time of the geographic location event at which the maglev arrives at the data source based on the event time of the geographic location event at which the maglev arrived at the data source.
Fig. 38 shows a flow chart (flow chart) of train brake safety control according to a preferred embodiment 3 of the present invention. The method comprises the following steps: step 3801, a data source generates a time interval array of a sequence maglev train reaching a geographic position sequence event of the data source and sends the time interval array to a maglev train controller, and an automatic train receiving and dispatching control system issues a parking and/or stopping dispatching command to the maglev train controller when needed; step 3802, the magnetic-levitation train controller executes a parking and/or stopping departure instruction; step 3803, judging whether the magnetic-levitation train is running; if yes, step 3804 is adopted, and if not, step 3805 is adopted; step 3804, the magnetic-levitation train adopts a service brake to stop; step 3805, the magnetic-levitation train takes a parking braking measure; step 3806, the magnetic-levitation train controller performs data mining on the time interval array; step 3807, judging whether the fourth magnetic-levitation train actively adopts emergency braking, if so, adopting step 3808, and if not, adopting step 3809; step 3808, the magnetic-levitation train adopts a fifth emergency braking mode for control, and the step 3801 is returned; step 3809, judging whether the third forward magnetic-levitation train actively adopts emergency braking, if so, adopting step 3810, and if not, adopting step 3811; 3810, controlling the magnetic-levitation train by adopting a fourth emergency braking mode, and returning to 3801; 3811, judging whether the second magnetic-levitation train in front actively adopts emergency braking, if so, adopting 3812, and if not, adopting 3813; 3812, controlling the magnetic-levitation train by adopting a third emergency braking mode, and returning to 3801; 3813, judging whether the first magnetic-levitation train in front actively adopts emergency braking, if so, adopting 3814, and if not, adopting 3815; 3814, controlling the magnetic-levitation train by adopting a second emergency braking mode, and returning to 3801; 3815, judging whether the magnetic-levitation train needs emergency braking, if so, 3816 is adopted, and if not, the step 3801 is returned; 3816, the magnetic-levitation train adopts a first emergency braking mode control, and the step 3801 is returned.
FIG. 39 is a process decision program diagram (process decision program) according to the preferred embodiment of the present invention 3.
In the figure, the starting point is train operation control.
In the figure, the ideal target is train operation safety control.
In the figure, the means and method for realizing the goal making comprises: the method comprises the steps of train braking force information resource allocation, pre-storage of train braking alternatives, structured decision of train braking, speed regulation by traction force and braking force and speed regulation by service braking.
In the figure, possible obstacles or emergency braking situations in the process implementation include: there is a risk of equipment collision and speed regulation requirements.
In the figure, the obtained effects include: the method comprises the steps of controlling the risk of the running maglev train, controlling the risk of the waiting running maglev train and keeping the interval time of the tracking train.
In the figure, the established route comprises the following steps: starting from train operation control, controlling train operation to train braking force information resource allocation, configuring train braking force information resources to a pre-stored train braking alternative scheme, pre-storing the train braking alternative scheme to have equipment conflict risk, performing a structural decision from the equipment conflict risk to train braking, performing magnetic suspension train risk control in operation from the structural decision of train braking, performing the magnetic suspension train risk control in operation to train operation safety control, starting from the equipment conflict risk, performing the equipment conflict risk to stop departure, performing the magnetic suspension train risk control from stop departure to wait operation, and performing the magnetic suspension train risk control in wait operation to train operation safety control; starting from train operation control, the train operation control is carried out to adjust the speed by traction force and braking force, the speed is adjusted by traction force and braking force to have a speed adjusting demand, the speed is adjusted by having a speed adjusting demand to have a service braking adjusting speed, the speed is adjusted by using the service braking to track the train interval time, and the train operation safety control is carried out by tracking the train interval time.
It should be noted that the configuration of the train braking force information resources includes, but is not limited to, pre-compiling a train braking alternative scheme with common and consistent functionality for all maglev trains, storing the train braking alternative scheme as a data resource in the controllers of all maglev trains in advance, and reading the data resource of the train braking alternative scheme when needed, wherein the train braking alternative scheme includes, but is not limited to, an emergency braking train braking alternative scheme, a service braking train braking alternative scheme and a parking braking alternative scheme; the value factors of the decision premise include but are not limited to train equipment conflict and train equipment conflict risk; factual factors for decision-making premises include, but are not limited to, the event time for any one of all maglevs to arrive at the geographic location event; continuous-time decision processes include, but are not limited to, taking fact-based decision methods and taking programmatic decision techniques; the safety management method comprises the steps of but not limited to, pre-compiling and storing a train operation diagram, pre-compiling and storing an alternative scheme of train braking, pre-storing a geographic identifier database of a geographic position of a data source, pre-storing a geographic identifier data map of the geographic position of the data source, pre-calculating and storing an interval upper limit of emergency braking and pre-calculating and storing an interval lower limit of service braking; security management objects include, but are not limited to, maglev train speed, event time of a geographic location event where the maglev train arrives at the data source, and a tracked train interval time of the maglev train; the safety management responsibility includes, but is not limited to, the maglev train undertakes the equipment conflict responsibility, and the group data source undertakes the time interval array information safety responsibility.
As shown in fig. 40, a resource information mining (resource information mining) diagram of train braking force (braking force of train) in accordance with a preferred embodiment of the present invention 3 is shown. An alternative braking pattern is shown in accordance with preferred embodiment 3 of the present invention, with distance S on the horizontal axis in km and train speed V on the vertical axis starting at 0 in km/h, and with respective braking distances Δ Seb1、ΔSeb2、ΔSeb3、ΔSeb4、ΔSeb5、ΔSeb6、ΔSeb77 emergency braking patterns. Wherein, Delta Seb1The illustrated maglev train is driven at an initial braking speed v0 to a geographic location s1 to take an emergency brake and, when the train speed reaches v1, to take a first emergency brake-off of the distance-speed curve until the train speed drops to 0 stopping at the geographic location s8Braking mode, Δ Seb2The illustrated maglev train travels to a geographic location S1 at an initial brake speed v0 employing emergency braking and a second emergency braking mode of the distance speed profile when the train speed reaches v2 wherein the train braking force is relieved until the train speed decreases to 0 stopping at the geographic location S7, as Δ Seb3The illustrated maglev train travels to a geographic location S1 at an initial braking speed v0 employing emergency braking and a third emergency braking mode of the distance speed profile when the train speed reaches v3 wherein the train braking force is relieved until the train speed decreases to 0 at a stop at the geographic location S6, as Δ S eb4A fourth emergency braking mode, Δ S, of the distance speed curve for a maglev train traveling at an initial braking speed v0 to a geographic position S1 for emergency braking and train braking force mitigation until the train speed decreases to 0 stopping at a geographic position S5 at a train speed of v4 is illustratedeb5A fifth emergency braking mode, Δ S, of a distance speed profile for a maglev train traveling at an initial braking speed v0 to a geographic position S1 with emergency braking and without train braking force mitigation until the train speed decreases to 0 stopping at a geographic position S4 is illustratedeb6A sixth emergency braking mode, Δ S, of a distance speed curve for a maglev train traveling at an initial braking speed v0 to a geographic position S1 with emergency braking and without train braking force mitigation until the train speed decreases to 0 stopping at a geographic position S3 is illustratedeb7The illustrated maglev train travels at a brake pull-in speed v0 to a geographic location s1 with emergency braking and without train brake force mitigation to a seventh emergency braking mode of the distance speed profile until the train speed drops to 0 stops at the geographic location s 2.
It can be understood that the adjustment of the increase of the number of the emergency braking patterns is beneficial to ensuring the timeliness of the knowledge service provided by the train receiving and dispatching automatic control system to the magnetic suspension train.
It will be appreciated that the increased adjustment of the number of emergency braking modes is beneficial to ensuring an increase in the capacity of the zone to pass (the block section).
It can be understood that the adjustment of the number of the emergency braking patterns can adapt to the change of the maximum number of the maglev trains in the interval.
Fig. 41 is a block diagram (block diagram) of a group train formation operation control system according to a preferred embodiment of the present invention. The train formation operation control system comprises a CTCS-3 train operation control system and a train trailing running control system, wherein the CTCS-3 train operation control system outputs train operation conditions and sends the train operation conditions to the train trailing running control system, and the train trailing running control system outputs train braking safety control instructions and sends the train braking safety control instructions to the CTCS-3 train operation control system.
Fig. 42 is a schematic diagram (schema schematic drawing) of a group train formation operation control system according to a preferred embodiment of the present invention 4. The group train formation operation control system comprises a CTCS-3 train operation control system and a group train trailing driving control system. For the convenience of description and understanding of the present invention, only the CTC train operation control center and the GSM-R radio base station portion of the existing CTCS-3 train operation control system are shown, and the data path and functionality of the existing portion of the remaining CTCS-3 train operation control system, which is not described, remain the data path and functionality of the existing CTCS-3 train operation control system. The group train trailing driving control system comprises a controller and a data source. In the figure, the CTCS-3 train operation control system outputs train operation conditions including but not limited to speed and infimum to the group train trailing operation control system, and the group train trailing operation control system outputs train brake safety control commands including but not limited to emergency information, tracked train interval time data, emergency brake start commands and emergency brake release commands to the CTC-3 train operation control system.
The group train formation operation control system is a train operation control system based on GSM-R wireless transmission technology, realizes train positioning through responder position information, realizes train timing through time interval array information of a data source, realizes train occupancy detection by using a ZPW-2000 track circuit, realizes two-way communication between a train and the ground through a GSM-R wireless base station, transmits information such as train position and speed and the like to an RBC wireless blocking center of a CTCS-3 level train operation control system through the GSM-R base station, calculates train tracking distance and transmits operation permission to the train according to information transmitted by vehicle-mounted equipment and combination of station interlocking route information and speed limit information of the CTC, realizes closed-loop control of the train, the vehicle-mounted equipment continuously acquires train operation information from the RBC, and generates a target speed distance mode curve after calculation through a vehicle-mounted safety computer, according to the DMI display standard, the allowable running speed is displayed on the DMI, and different voice prompts are sent out according to the running condition of the train, so that the labor intensity of a driver is reduced, and the driving safety is ensured. The CTC train operation command center can monitor the train operation state, issue dispatching commands according to different conditions, set temporary speed limit, issue group train formation commands, the group train formation commands comprise train tracking interval time under group train formation, issue group train decompiling commands, the group train decompiling commands comprise train tracking interval time under group train decompiling, the CTCS-3 train operation control system and the group train trailing driving control system cooperate to realize group train formation operation control, when the group train formation runs, the group train running is controlled according to the interval time of the tracking trains under the group train formation, the first train of the group train group runs according to a target speed distance mode curve, when the group train decompiling running process is implemented, the group train is subjected to the target speed distance mode curve running under the group train decompiling, so that the compatibility of the group train formation running and the non-group train formation running is realized. The CTC train driving command center is communicated with the station interlock and the station train control center, controls the station interlock arrangement route and sends temporary speed limit information to the station train control center, and the station train control center controls the transponder and the track circuit to send codes to control the speed of the train group according to the route information of the station interlock and the CTC temporary speed limit information, so that the compatibility of the CTCS-2-level train control system is realized.
The group train formation operation control system realizes the change from the control of the operation of non-formation trains to the control of the group train formation operation, and meets the train operation requirements of high density, high speed and high comfort.
The GSM-R wireless base station outputs an emergency braking mode and an infimum limit to be sent to the vehicle-mounted equipment, the GSM-R wireless base station outputs operation permission to be sent to the vehicle-mounted equipment, the GSM-R wireless base station outputs a group train formation instruction to be sent to the vehicle-mounted equipment, the GSM-R wireless base station outputs a group train decompiling instruction to be sent to the vehicle-mounted equipment, the vehicle-mounted equipment outputs a train position indication and speed to be sent to the GSM-R wireless base station, the vehicle-mounted equipment outputs emergency information to be sent to the GSM-R wireless base station, the vehicle-mounted equipment outputs the speed and the infimum limit to be sent to the controller, the controller outputs tracking train interval time data to be sent to the vehicle-mounted equipment, the controller outputs an emergency braking starting instruction to be sent to the vehicle-mounted equipment, the controller outputs an emergency braking relieving instruction to be sent to the vehicle-mounted equipment, and the data source outputs the time interval array to be sent to the controller.
When the vehicle-mounted equipment receives the emergency braking mode and the infimum limit output by the GSM-R wireless base station, the vehicle-mounted equipment stores the emergency braking mode and the infimum limit and outputs the infimum limit to the controller.
And when the vehicle-mounted equipment receives the operation permission output by the GSM-R wireless base station, the vehicle-mounted equipment controls the train operation of the vehicle-mounted equipment according to the operation permission.
When the vehicle-mounted equipment receives a group train formation command output by the GSM-R wireless base station, the vehicle-mounted equipment controls the train of the vehicle-mounted equipment to implement group train formation operation according to the group train formation command, including but not limited to regulating the train interval time between the train of the vehicle-mounted equipment and the train which is the nearest to the train on the same track under the control of train traction and train braking of service braking.
When the vehicle-mounted equipment receives a group train decoding command output by the GSM-R wireless base station, the vehicle-mounted equipment controls the train of the vehicle-mounted equipment to implement group train decoding operation according to the group train decoding command, including but not limited to train traction and service braking train braking control and adjustment of the train interval time between the train of the vehicle-mounted equipment and the tracking train of the nearest train ahead of the same track.
When the vehicle-mounted equipment generates the train position representation and the speed of the train of the vehicle-mounted equipment, the vehicle-mounted equipment outputs the train position representation and the speed of the train of the vehicle-mounted equipment to the GSM-R wireless base station and outputs the speed to the controller.
When the data source generates the time interval array, the data source outputs the time interval array to the controller.
When the controller receives the time interval array output by the data source, the controller excavates the fact knowledge of the emergency according to the time interval array, the speed and the infimum, generates emergency information according to the fact knowledge and outputs the emergency information to the vehicle-mounted equipment.
When the controller receives the time interval array output by the data source, the controller excavates and tracks train interval time data and outputs and tracks train interval time data to the vehicle-mounted equipment.
When the controller receives the time interval array of the data source, the controller excavates the fact knowledge of the emergency brake starting according to the time interval array, the speed and the infimum, generates an emergency brake starting instruction according to the fact knowledge and outputs the emergency brake starting instruction to the vehicle-mounted equipment.
When the controller receives the time interval array of the data source, the controller excavates the fact knowledge of emergency brake release according to the time interval array, the speed and the infimum, generates an emergency brake release instruction according to the fact knowledge and outputs the emergency brake release instruction to the vehicle-mounted equipment.
When the vehicle-mounted equipment receives the emergency information output by the controller, the vehicle-mounted equipment outputs the emergency information to the GSM-R wireless base station. The method also comprises that when the controller receives the tracking train interval time data output by the controller, the vehicle-mounted device adjusts the traction and the braking force of the train of the vehicle-mounted device according to the tracking train interval time data so as to keep the tracking train interval time operation.
When the vehicle-mounted equipment receives the emergency braking starting instruction output by the controller, the vehicle-mounted equipment adjusts the traction force and the braking force of the train of the vehicle-mounted equipment according to the emergency braking starting instruction so as to implement train braking of emergency braking.
When the vehicle-mounted device receives the emergency braking relieving instruction output by the controller, the vehicle-mounted device adjusts the traction force and the braking force of the train of the vehicle-mounted device according to the emergency braking relieving instruction to implement the train braking of the relieved emergency braking.
Fig. 43 is a case braking safety control case reasoning (case braking) diagram of the group train formation operation control system according to the preferred embodiment of the present invention 4. In the figure, there are 4 inference rules in total:
rule I1, if any train in the formation running group of trains actively takes an emergency brake with a large braking distance, it is an emergency situation for any train in the group of trains.
Rule I2, if any train in the formation running group train passively takes an emergency brake with a small braking distance, then there is a countermeasure for any train subsequent to the group train.
Rule I3, if any train of the group of trains has an emergency and a subsequent train of any train of the group of trains has a countermeasure, then there is an emergency countermeasure.
According to the rule I4, if emergency countermeasures exist, any train of the formation running group trains adopts service braking to realize train interval time keeping of formation running, and any train of the formation running group trains adopts service braking to realize train interval time keeping of de-formation running, then train braking safety control of the group trains is realized.
Fig. 44 shows a sequence diagramm (sequence diagramm) for the group train formation operation control according to the preferred embodiment 4 of the present invention. This embodiment exemplifies a precondition that the maximum formation train number of the group train formation is less than or equal to 5, and exemplifies an emergency braking configuration pattern of braking time shown in fig. 34 of the preferred embodiment 3 of the present invention as a precondition of this embodiment emergency braking configuration pattern. The object includes: the train control system comprises vehicle-mounted equipment, a controller, a CTC train running command center, a GSM-R wireless base station and a data source, wherein the vehicle-mounted equipment of the CTCS-3 train running control system and the controller of the group train trailing running control system are jointly arranged on a train and used for cooperatively controlling the running of the train. In the train driving stage: 1: storing train operation diagrams and functional knowledge of train braking; 2: generating knowledge of the train location representation, the train speed, and the fact of the geographic location event that the train arrived at the data source; 3: knowledge transfer of the factual knowledge of train position representation and train speed; 4: generating a train operation permit based on the train operation map, the train position representation, the train speed and knowledge of the fact that the train arrived at the geo-location event of the data source; 5: transfer of functional knowledge of train braking and knowledge of operational permissives; 6: generating a target speed distance mode curve after calculation through a vehicle-mounted safety computer according to the operation permission, controlling the train to operate according to the target speed distance mode curve, and storing the functional knowledge of train braking; 7: generating a group train formation command according to a train operation diagram, train braking functional knowledge and train position representation; 8: transferring knowledge of a group train formation instruction; 9: the train arrives at the geographic location of the data source; 10: generating knowledge of the fact that the train of on-board devices and controllers arrived at the geo-location event of the data source; 11: knowledge transfer of factual knowledge; 12: carrying out group train formation operation by train traction and service braking according to group train formation instructions, train braking functional knowledge and fact knowledge; 13: generating a group train decompiling command according to a train operation diagram, train braking functional knowledge and train position representation; 14: transferring knowledge of a group train formation instruction; 15: performing the group train decompiling operation by train traction and service braking according to the group train decompiling command, the train braking functional knowledge and the fact knowledge; 16: mining knowledge of emergency situations and knowledge of tracking train interval time according to functional knowledge and fact knowledge of train braking, and controlling train braking according to the fact knowledge, the knowledge of whether the emergency situations exist and the knowledge of tracking train interval time; 17: whether there is a transfer of knowledge of an emergency; 18: the operational permissive is adjusted based on knowledge of whether there is an emergency.
Fig. 45 shows a generated rule (production rule) set for group train formation operation control according to the preferred embodiment 4 of the present invention. The global database includes stored constants, variables of the input facts, variables of the intermediate results of the inference, and variable data items of the final results of the inference.
Wherein the stored constants include: train operating map and train braking functionality.
Wherein the input variables of the fact include: train position representation (train position indication), time frequency reference (time frequency primary standard), and knowledge of the fact that the train arrived at the geo-location event of the data source (knock-hat).
Wherein the variables of the intermediate result of the inference include: train speed, time interval array, factual knowledge of emergency, group train formation command, group train decompiling command, operation permit, train brake force strategy space (train space), train brake force resource management (resource management), train operation, group train formation operation, group train decompiling operation, and tracking train interval time data.
Wherein the variables of the final result of the inference include: the train braking method comprises the steps of keeping track of train interval time by adopting service braking, implementing group train formation by adopting service braking, implementing group train decommissioning by adopting service braking, implementing train braking by adopting a first emergency braking mode, implementing train braking by adopting a second emergency braking mode, implementing train braking by adopting a third emergency braking mode, implementing train braking by adopting a fourth emergency braking mode and implementing train braking by adopting a fifth emergency braking mode.
The 20 rules of the production rule set are as follows:
According to the rule 10, if a group train formation command is provided and operation permission is provided, the group train formation operation is performed.
According to the rule 11, if a group train decompiling instruction exists and operation permission exists, the group train is decompiled to operate.
And according to a rule 15, if a group train is subjected to the compiling operation and the time data of the interval between the tracked trains is available, the group train is compiled by using the service brake.
Rule 18, if there is time between tracking trains data, there is a train braking force strategy space, there is train braking force resource management, then train braking in a third emergency braking mode is applied.
Rule 19, if there is time between tracking trains data, there is a train braking force strategy space, there is train braking force resource management, then train braking in a fourth emergency braking mode is applied.
Rule 20, if there is time between tracking trains data, there is a train braking force strategy space, there is train braking force resource management, then train braking in a fifth emergency braking mode is applied.
It should be noted that the fact knowledge that the train arrives at the geo-location event of the data source includes, but is not limited to, an object identifier of the train of the geo-location event that the train arrives at the data source, an event time that the train arrives at the geo-location event of the data source, a geo-identifier of the geo-location of the data source that the train arrives at the geo-location event of the data source; the factual knowledge of the emergency includes, but is not limited to, any train of the group of trains actively taking emergency braking, any train of the group of trains passively taking emergency braking, any train of the group of trains actively taking emergency braking, the first train of the group of trains actively taking emergency braking, the second train of the first train of the group of trains actively taking emergency braking, the third train of the first train of the group of trains actively taking emergency braking, the first train of the group of trains actively taking emergency braking, the fifth train of the first train of the group of trains actively taking emergency braking: the tracked train interval time data includes, but is not limited to, tracked train interval time data of a fourth train preceding the same track of the train and the train, tracked train interval time data of a first train preceding the same track of the train and a second train preceding the same track of the train, tracked train interval time data of a second train preceding the same track of the train and a third train preceding the same track of the train, tracked train interval time data of a third train preceding the same track of the train and a fourth train preceding the same track of the train, tracked train interval time data of a fourth train preceding the same track of the train and a fifth train preceding the same track of the train; train brake force strategy spaces include, but are not limited to, reducing tractive effort of train traction devices, retarding reducing tractive effort of train traction devices, brake combinations of railcar brakes and trailer brakes, setting a time stamp (time stamp) for brake time (braking time) for taking brake combination measures of railcar brakes and trailer brakes, brake combinations of backup brakes and trailer brakes, setting a time stamp for brake time for taking brake combination measures of backup brakes and trailer brakes, reducing braking effort of regenerative brakes, setting a flag (tag) for train speed for taking brake measures of magnetic track brakes, reducing braking effort of eddy current track brakes in advance, setting a flag for train speed for taking brake measures of eddy current track brakes; train braking force resource management includes, but is not limited to, the process implementation of formulating an alternative to emergency braking of a train based on train braking functionality, train maps and knowledge of the fact of the geographical location event at which the train arrived at the data source, selecting and implementing the alternative to emergency braking required by the train based on the knowledge of the fact of the emergency.
It can be understood that any train of the group trains can autonomously monitor the train braking condition of the train ahead of the same track, and adopt the safety control of the train braking of the train according to the train braking condition of the train ahead of the same track, when the train ahead of the same track of any train of the group trains adopts the train braking of emergency braking, any train of the group trains can adopt the train braking of emergency braking to achieve the safety control of the train braking, and when the train ahead of the same track of any train of the group trains adopts the train braking of common braking, any train of the group trains can adopt the train braking of common braking to achieve the safety control of the train braking.
It should be noted that the knowledge of the fact that the train arrived at the geo-location event of the data source includes, but is not limited to, the event time that the train arrived at the geo-location event of the data source, the object identifier of the train that the train arrived at the geo-location event of the data source, and the geo-identifier of the geo-location that the train arrived at the geo-location event of the data source.
FIG. 46 shows a resource scenario (resource) for formation of train group according to the preferred embodiment of the present invention 4 sconario) diagram; in the graph (a), the horizontal axis is time T, the unit is second S, the vertical axis is mileage S, the unit is kilometer km, the train A drives at the uniform speed according to the driving permission, and the mileage increases along with the time; the mileage of the train B is increased along with the time when the train B is driven to the moment t1The train B vehicle-mounted equipment and the controller receive the group train formation command sent by the RBC and adopt the control of train traction and service braking according to the operation permission and the group train formation command to adjust and track the interval time of the trains to implement the group train formation operation until the time t2When the train B runs to the time t, the train A tracks the train interval time to reach the value specified by the group train formation operation, the train B uses the obtained train interval time tracking data to control the train traction and the service brake to adjust the train speed of the train B so as to ensure that the train interval time between the train B and the train A tracks the train is kept in the specified value range3The train B vehicle-mounted equipment and the controller receive the group train decoding command sent by the RBC and adopt the control of train traction and service braking according to the operation permission and the group train decoding command so as to adjust and track the train interval time to implement the group train decoding operation; the train C is driven at the uniform speed in the initial stage according to the driving permission, the mileage of the train C is increased along with the time, and when the train C is driven to the moment t 1The train C uses the acquired tracking train interval time data to control the train traction and the common braking to adjust the train speed of the train C so as to ensure that the tracking train interval time of the train C and the train A is kept in a specified value range, and when the train C runs to a time t3The train C vehicle-mounted equipment and the controller receive the group train decompiling command sent by the RBC and adopt the control of train traction and service braking according to the operation permission and the group train decompiling command to adjust and track downAnd (5) performing group train decompiling operation according to the train interval time.
The group train formation operation control system calculates the global solution for group train operation control according to the needs of the global management plan (global management plan) and the actual operation condition of the group train, including but not limited to, the train control method comprises the following steps of tracking train interval time required by train A and train B to perform formation operation of a group train formation command, tracking train interval time information required by train B and train C to perform formation operation, tracking train interval time required by train A and train B to perform de-formation operation of the group train de-formation command, tracking train interval time information required by train B and train C to perform de-formation operation, an emergency braking alternative scheme of train A, an emergency braking alternative scheme of train B, an emergency braking alternative scheme of train C, a service braking alternative scheme of train A, a service braking alternative scheme of train B and a service braking alternative scheme of train C.
In the graph (b), the driving situation in the emergency is shown, the horizontal axis is time T, the unit is S, the vertical axis is mileage S, the unit is km, the train A drives at the uniform speed according to the driving permission, the mileage increases along with the time, and when the train A drives to the time T5When the emergency occurs, the emergency braking is adopted, the vehicle-mounted equipment and the controller of the train A select and implement the emergency braking of the first emergency braking mode, and the emergency braking is carried out at the moment t8The braking force of the train is relieved; the mileage of the train B is increased along with the time when the train B is driven to the moment t4The train B vehicle-mounted equipment and the controller receive the group train formation command sent by the RBC and adopt the control of train traction and service braking according to the operation permission and the group train formation command to adjust and track the interval time of the trains to implement the group train formation operation until the time t6The on-board unit and the controller of the train B extract the knowledge that the first preceding train has an emergency and actively takes emergency braking, and select and implement the emergency braking of the second emergency braking mode, and schedule the braking mode according to the second emergency braking mode at time t9The braking force of the train is relieved; column(s) of The mileage of the train C is increased along with the time when the train C is driven to the moment t4The train C vehicle-mounted equipment and the controller receive the group train formation command sent by the RBC and adopt the control of train traction and service braking according to the operation permission and the group train formation command to adjust and track the interval time of the trains to implement the group train formation operation until the time t6The on-board unit and the controller of train C extract the knowledge that the second preceding train has an emergency and actively takes the emergency brake, and select and apply the emergency brake of the third emergency brake mode until the time t7The on-board unit and controller of train C, having gathered knowledge of the fact that the first preceding train was both train B and emergency braking and further determined that the preceding train had an emergency, maintains emergency braking in a third emergency braking mode, and schedules braking in accordance with the third emergency braking mode at time t10The braking force of the train is relieved; in the figure, the train A, the train B and the train C stop at the mileage, so that the train group does not have a train body collision accident. It can be understood that the equipment conflict of the train A, the train B and the train C can be prevented by reasonably formulating the braking mode schedule of the emergency braking mode, and the blocking is realized by ensuring that only one train runs in any interval at the same time.
It should be noted that although the figure is described with 3 trains of the group train formation and 5 emergency braking patterns, including but not limited to, obtaining the number of trains in the line segment during the time period that the group train formation travels through the line segment by determining the knowledge of the fact that the time of the event of arrival of a subsequent train of the group train at the geographic location event within the line segment during the time period that the group train formation travels through the line segment, and determining from this number of trains the number of emergency braking patterns required for safety control of the group train, and compiling the emergency braking patterns required for safety control of the group train based on the functionality of the train brakes of all trains in the line segment during the time period that the group train formation travels through the line segment, the required emergency braking patterns including but not limited to various emergency braking patterns obtained in combination of modulated train braking patterns and combinations thereof with modulated train tractive effort And (4) style.
Fig. 47 is a schematic diagram of emergency brake safety control in formation of train group according to the preferred embodiment of the present invention 4. The train mileage S is represented by the horizontal axis in km, the train speed is represented by the vertical axis in km/h, the trains A, B and C which run in formation of a group train run in the constant-speed running passing section S starting from zero A&SB&SCFor the speed-distance curves, S, of train A, train B and train C travelling at train speed v1DU&SDBAnd SDUFor the travel of the train D to the geographical position S1 at the train speed v1, a speed-distance curve is set for emergency braking without release of the train braking force to the geographical position S4DU&SDBAnd SDBFor the train D to travel to the geographical position s3 at the train speed v1, the train speed reaches vLSpeed-distance curve from emergency braking to stop at geographic location S7, S, with time relief of train braking forceEU&SEBAnd SEUFor the train E to travel at the train speed v1 to the geographical position S2, a speed-distance curve of emergency braking without release of the train brake force to the geographical position S5 is taken, SEU&SEBAnd SEBFor train E traveling at train speed v1 to train speed vKThe speed distance profile of emergency braking to stop at geographic location s6 that mitigates the train braking force.
Train D found an emergency at geographic location S1 requiring emergency braking, train D also found no emergency braking at trains C, B and A, train D actively engaged the first emergency braking mode of train braking at geographic location S1 by SDU&SDBAnd SDBFor speed distance curve operation, train D achieves a stop at geographic location s 7; train E found that train D took emergency braking, train E found that train C, train B, and train a did not take emergency braking, train E found that train D taken emergency braking proactively, and train E taken emergency braking in a second emergency braking pattern at geographic location S2 to S EU&SEBAnd SEBThe speed distance curve is running, train E is parked at geographic location s 6; the distance between the geographic position S6 and the geographic position S7 is greater than the length of the train D, the implementation time of the process that the train E takes the emergency braking at the geographic position S2 is later than the implementation time of the process that the train D takes the emergency braking at the geographic position S1, in all the implementation of the emergency braking process, the distance between the train E and the train D is greater than the length of the train D, and the train E and the train D have no equipment conflict.
It can be understood that, in the preferred embodiment 4 of the present invention, the group train formation operation control system is a new signal system and/or method, which is beneficial to solve the problem of limited station passing capability and/or to implement the innovative application process (initialization) required for solving the problem of limited station passing capability.
Fig. 48 is a decision making process diagram of the group train formation operation control process according to the preferred embodiment 4 of the present invention. In the figure, the starting point is group train operation control, and the ideal target is group train operation safety control; means and methods for achieving targeting include: the method comprises the following steps of allocating braking force information resources, compiling a train braking alternative scheme, making a train braking structuralization decision, allowing operation and regulating the speed by using a service brake; obstacles or emergency braking situations that may arise in the implementation of the process include: risk of equipment conflict and speed regulation requirements; the obtained effects include: group train equipment conflict risk control and group train tracking train interval time keeping; the planned route comprises the following steps: starting from group train operation control, controlling group train operation to braking force information resource allocation, configuring braking force information resources to establishing a train braking selection scheme, establishing a train braking selection scheme to have equipment conflict risk, making an equipment conflict risk to train braking structuralized decision, making a train braking structuralized decision to group train equipment conflict risk control, controlling group train equipment conflict risk to group train operation safety control, starting from group train operation control, controlling group train operation to operation permission, making an operation permission to have speed regulation requirement, making a speed regulation requirement to have a service braking regulation speed, keeping the train tracking interval time from the service braking regulation speed to the group train, and keeping the train tracking interval time to the group train operation safety control.
It should be noted that the braking force information resource configuration includes, but is not limited to, information resources such as train position representation and train speed of the train group grasped by the CTCS-3 train operation control system, and knowledge services are provided to any train of the train group in the train group radio communication during the operation process of any train of the train group, the knowledge services include, but are not limited to, knowledge transfer of operation permission, knowledge transfer of train group formation instruction, and knowledge transfer of train group decompiling instruction, the knowledge transfer of train group formation instruction includes, but is not limited to, state information of whether any train of the train group is a formation first train, when any train of the train group is the formation first train, the train generates a target speed distance pattern curve to control the operation thereof after calculation by the vehicle-mounted safety computer according to the operation permission provided by the CTCS-3 train operation control system, when any train of the group trains is a non-formation first train, the train speed of the train is adjusted according to the tracking train interval time information provided by the CTCS-3 train operation control system to realize the formation of the group trains and keep the tracking train interval time operation, and when any train of the group trains is de-organized, the train speed of any train of the group trains is adjusted according to the tracking train interval time information provided by the CTCS-3 train operation control system to realize the de-organization of the group trains and the operation permission provided by the CTCS-3 train operation control system to generate a target speed distance mode curve to control the operation of the train after being calculated by the vehicle-mounted safety computer.
It should be noted that the braking force information resource is configured to be implemented by a process of information resource management of the CTCS-3 train operation control system for obtaining a decision target based on a decomposition and coordination principle and a benefit combination principle. The value factors of the decision premise include, but are not limited to, train equipment conflict, risk of train equipment conflict, interval passing capacity and risk under the interval passing capacity; factual factors for decision making premises include, but are not limited to, train location representation of any train of the group of trains, event time of arrival of any train of the group of trains at the geo-location event, and train braking functionality of any train of the group of trains; continuous-time decision processes include, but are not limited to, taking fact-based decision methods and taking programmatic decision techniques; the safety management method comprises the steps of compiling an emergency braking option scheme, adjusting the train density by adjusting the train speed so as to adjust the maximum option number of emergency braking required by the operation of the interval, but not limited to; the safety management objects include, but are not limited to, train position representation of any train of the group of trains, train schedule of any train of the group of trains, speed of any train of the group of trains, event time of arrival of any train of the group of trains at the geographic position event, tracking train interval time of any train of the group of trains, emergency braking options of train braking of any train of the group of trains, and the number of options of emergency braking of train braking of any train of the group of trains; the safety management responsibilities include, but are not limited to, a group train assuming a device conflict safety management responsibility of any train of the group train, a group data source assuming an information safety responsibility of an event time of a geographic position event of a train arriving at the data source, and a CTCS-3 level train operation control system assuming a train brake functionality information safety management (information security) responsibility and an interval passing capability belief safety management responsibility.
As shown in fig. 49, a layout (layout) of a data source (data source) and a wheel (wheel) is shown in the preferred embodiment 5 of the present invention. The data source is installed on the track near the outer edge of the wheel in a single module structure and comprises an induction Coil1, an induction Coil2 and a transmitting antenna ANT. When the wheel runs through the space where the data source is located along the track line, the Coil1 and the Coil2 sense the approaching and departing of the metal objects on the outer edge of the wheel and the metal objects on the outer edge of the wheel to each other alternately, and the data source generates a transmission signal under the control of the alternation of the metal objects on the outer edge of the wheel and the air and outputs the transmission signal to the air space through the transmission antenna ANT.
Fig. 50 shows a timing diagram (sequence diagram) of a data source (data source) according to a preferred embodiment of the present invention 5. VS is a vehicle information source which is formed by wheel metal parts and vehicle air parts and is alternately changed in magnetism, the vehicle information source is output to a data source and is used for exciting a vehicle information source signal which changes in the rule of charge movement generated in the data source, and therefore when each wheel metal part reaches the space of the data source, a time measurement signal MS is generated, the state of the time measurement signal MS changes, and a transmission signal TS is output.
Fig. 51 is a schematic diagram of a source (source) of a train vehicle (vehicle) according to a preferred embodiment of the present invention 5. It can be seen that the vehicle information source includes a vehicle metal part at the outer edge of the wheel and a vehicle air part between the outer edges of the wheel, the data source takes the electromagnetic property difference between the vehicle metal part and the vehicle air part as a detection object, and the spatial relationship between the intrinsic electromagnetic property difference and the intrinsic arrangement between the vehicle metal part and the vehicle air part is taken as the vehicle information source of the embodiment. When the metal parts and the air parts of the vehicle sequentially pass through the detection range of the data source detection module along with the running of the train, the train outputs the vehicle information source signals in sequence to the detection module, and the detection module acquires the vehicle signals VS with the electromagnetic characteristics changing alternately as shown in the diagram 50. The train running state information acquisition method and the train running state information acquisition device have the advantages that the metal parts of the train and the air parts of the train are used as the information sources of the train, the objectivity of the data sources for acquiring the running state information of the train is guaranteed, and the inherent electromagnetic property difference and the inherent spatial relationship between the metal parts of the train and the air parts of the train can be guaranteed to be unchanged all the time in the running time and the space range of the train under the condition that the integrity of the train is intact.
Fig. 52 is a circuit diagram of a data source (circuit diagram) according to a preferred embodiment of the present invention, which includes a detection module, a clock module, a transmission module, and a power module.
The detection module adopts an LDC0851 integrated circuit to detect the difference between the electromagnetic property of the metal object at the outer edge of the wheel and the electromagnetic property of the air between the outer edges of the wheel, the LDC0851 is an inductive short-distance induction switch, when the metal object at the outer edge of the conductive object wheel enters the approaching range of induction coils Coil1 and Coil2, the magnetism of the coils Coil1 and Coil2 is changed to trigger the switch, and when the metal object at the outer edge of the conductive object wheel leaves and the approaching range of the induction coils Coil1 and Coil2 is restored to the air, the switch is influenced by the electromagnetic property of the air to restore the magnetism of the coils Coil1 and Coil2, and the switch is restored to the original state. The detection module shown in fig. 46 generates the horological signal MS shown in fig. 50 under the control of a vehicle source with magnetic changes, sent as pin 5 of LDC0851 to pin CC1312R of the horological module and the transmission module shown in fig. 52. The built-in hysteresis function of the LDC0851 can ensure a reliable switching threshold, so that the LDC is not influenced by mechanical vibration; the built-in differential circuit can prevent false triggering caused by environmental factors such as temperature change or humidity influence; the inductive switch can realize reliable and accurate induction even in the environment with dust, oil stain or moisture, and is very suitable for severe or dirty environment; the LDC0851 does not need to use a magnet and is not affected by a DC magnetic field. In the embodiment, the LDC0851 finishes sampling every 2.5cm when the wheel of the train travels at the speed of 360km/h at the sampling rate of 4ksps, the working temperature ranges from minus 40 ℃ to plus 125 ℃, the power supply voltage is 3.3V, the LDC0851 enabling pin 4 is connected to the power supply pin 8, and once the power supply voltage reaches 3.3V, the continuous detection is carried out at the sampling rate of 4 ksps.
The time measurement module and the transmission module both adopt a wireless single chip microcomputer CC1312R integrated circuit together to realize all functions including time difference measurement, array generation and transmission signal output. The CC1312R has the working performance of extremely low power consumption and extremely low voltage, the single chip microcomputer works with an internal clock of 2MHz, a counter arranged in the CC1312R measures time difference in a mode of accumulating machine cycle number, the time difference measurement comprises millisecond-level precision measurement of an initial section and second-level measurement of a subsequent section, time difference measurement data comprises millisecond data and second data, 0000-7 d00 records the millisecond data with 0-8 second resolution of 0.25ms, 8000-eddd records the second data with 8-900 second resolution of 32ms, data source parameters and track line parameters are recorded by 7f 01-7 fff and edde-ffff, and the time difference measurement range is 15 min. The program interrupt is triggered when the timing signal MS of CC1312R pin 7 changes logic state, initiating program operations including time difference measurement, array generation, and transmission signal output. The time difference is measured as the process of acquiring time-measured data at time intervals between the occurrence points of time-measured events when the time-measured signal MS changes logic state with the electromotive force change control CC1312R when the time-measured signal MS changes logic state. The array generation is a process of generating a time measurement data array by selecting time measurement data combination, in the embodiment, the time measurement data selected in reverse order according to different time measurement data generation time points by taking the current time measurement data generation time point as an initial time measurement data array, and the element number of the time measurement data array is 38. The transmission signal output is a transmission signal which outputs time measurement data array information including the radio frequency power to the air space by the wireless single chip microcomputer CC1312R, and comprises the operations of starting the radio frequency power, outputting 868MHzFSK signals and closing the radio frequency power. The transmission signal of the transmission module is programmed at 868MHz, modulated with FSK, with an output power of 10dBm and an FSK data rate of 250 kBaud. The transmission of a complete time measurement data array takes less than 5ms, corresponding to a train running at 360km/h, and the displacement of the train is less than 50cm in a period of 5ms corresponding to the reception of the transmission signal by the on-board device.
The power module employs an LTC3588-2 ultra-static current power supply designed specifically for energy harvesting elements and/or low current buck applications. The LTC3588-2 integrates a low-loss full-wave bridge and a high-efficiency buck converter, can efficiently extract energy of a piezoelectric device, can continuously output 100mA current, and is suitable for lithium ion batteries, phosphorus lithium ion batteries and super capacitors. In this embodiment 5, a super capacitor is used for energy storage, two power supplies are provided in the figure, two LTCs 3588-2 share one piezoelectric element PFCB-W14 to obtain environmental vibration energy, when a crystal structure of piezoelectric ceramic is compressed, and internal dipoles move to generate voltage, a piezoelectric effect is generated, and polymer elements composed of long chain molecules generate voltage when molecules repel each other. The LTC3588-2 is very suitable for vibration energy collection application, the data source is installed in a space where train running vibration energy can be acquired, and the vibration energy conducted through a track is acquired before the train runs to reach the position of the data source to activate the data source detection module. In the figure CS1And CS2The energy storage capacitor, the time measuring module and the transmission module are selected according to the specific model of the rail train and the actual condition of the rail vibration conduction effect TIMTMAnd power supply is carried out, so that when the data source is far away from the train vibration source providing vibration energy, the timing module and the transmission module can still continuously carry out time difference measurement until 15min full range.
FIG. 53 is a resource scenario diagram (re) of the preferred embodiment 5 of the present inventionsource scenario). It can be seen that the trains 1, 2 and 3 track and move along the track line in the same track in the driving direction, and the data sources 1, 2, 3, 4 and 5 are LD1The distance is set at intervals, the data source 2, the data source 4 and the data source 5 in the track line range occupied by train running can acquire track line vibration energy, and the power supply V of the detection moduleDMCan ensure that the working voltage of the detection module is required, and V is obtained after the train runs and leavesDMThe power supply voltage drops with time as the power is depleted, and it can be seen that data source 1 and data source 3 are at VDMDetecting the power consumption of the power supply, wherein the data source 2, the data source 4 and the data source 5 are positioned in VDMThe continuous detection area with normal power supply is shown as UA (user authentication area) and DA (data access) in the figure as continuous detection area, so that the vibration energy of the train can be bidirectionally conducted along the track by using the rigidity of the track, the conduction performance is relatively stable, and V isDMThe power supply can acquire vibration energy in advance before the vehicle information source reaches the data source space and reach an electric energy exhaustion state after the vehicle information source leaves the data source space, namely, the continuous detection area DA can automatically meet the requirement of detecting all the vehicle information sources. In the figure V TIMTMThe time measuring module and the transmission module are power supplies and are realized by micro-energy-consumption circuits, so that V can be ensuredTIMTMWhen the vibration energy is reduced after the train leaves, the voltage is always kept in the required voltage range within the time range of 32768s, so that the continuous time measurement is ensured. In the figure, the tail wheel of the train 1, the 8 th wheel of the train 2 and the 3 rd wheel of the train 3 just reach the spaces of the data source 5, the data source 4 and the data source 2 respectively, and the data source 5, the data source 4 and the data source 2 respectively detect respective metal parts of the train and output respective transmission signals TS. L shown in the figureTFor the distance between the signal sources of the vehicles at the end of the train, LHThe source spacing for the head of train vehicles.
FIG. 54 is a data semantics (data semantics) diagram according to the preferred embodiment of the present invention. Fig. 54 shows train wheels corresponding to partial elements of the time measurement data array included in the transmission signal TS output by the data source 2 when the third wheel of the train 3 travels to reach the data source 2 as shown in fig. 53, although only partial elements of a1, a2, A3, A4, A5, A6, a7, A8, a9, a10, a11, a12, a13, a14, a15, a16, a17, a18, a19, a20, a21, a22, a23, a24, a25, a26, a27, a28, a29, a30, a31, a32, a33, and a34 are shown in the drawing, and the generation rule of the partial elements shown in the drawing can still be used to determine that the elements are the train wheels at the same time intervals between the arrival of each two train wheels at the same time measurement data source 2.
Fig. 55 shows a waveform diagram (oscillogram) of a data source (data source) according to the preferred embodiment of the present invention 5. In the figure, VS is vehicle source signal obtained by current data source, MS is time measuring signal generated in current data source, TS is transmission signal output by current data source, taFor the time point at which the first wheel of the preceding second train reaches the current data source, tbFor the time point at which the preceding second trailing wheel of the train reaches the current data source, tcFor the point in time, t, at which the first wheel of the preceding first train reaches the current data sourcedAt the time point when the preceding first train tail wheel reaches the current data source, teFor the time point, t, when the first wheel of the current train reaches the current data sourcegThe time point of the third wheel of the current train reaching the current data source. It can be seen that the current data source controls and generates a timing signal MS and an output transport signal TS with a vehicle hardware signal VS when each vehicle hardware reaches its space, the current data source at taOutput AA(38) At tbOutput AB(38) At tcOutput AC(38) At tdOutput AD(38) At teOutput AE(38) At tgOutput AG(38). In the figure, TS, MS, and TS interval time sizes are shown as the length of the distance.
Fig. 56 is a schematic diagram of a time determination array (array) waveform according to the preferred embodiment of the present invention. FIG. 56(a) shows the data array A as measured when the first wheel of the train reaches the geographic location of the data source during operation of the train as shown in FIG. 53E(38) Partial element quantity, and FIG. 56(b) shows the train operating conditions as shown in FIG. 53Time measurement data array A when the second wheel of the train reaches the data source geographic position under the conditionF(38) FIG. 56(c) shows the data array A at the time of arrival of the third wheel of the train at the geographic location of the data source under the train operating condition shown in FIG. 53G(38) Partial element magnitudes. Although fig. 56 only shows partial element values of the measured time data array of partial wheel arrival data source, it is only for convenience of explanation of the present invention, and those skilled in the art can determine other not-shown all elements and measured time data arrays of all wheels by understanding the generation rule of the elements shown in fig. 56.
As shown in fig. 57, an equipment arrangement diagram (equipment arrangement drawing) of a train according to a preferred embodiment 5 of the present invention includes an ANT, a connection cable, and a vehicle-mounted device. Therefore, in order to be beneficial to the vehicle-mounted equipment to acquire the time measurement data array information of the third wheel reaching the geographic position of the data source, the receiving antenna ANT is installed at a position close to the third wheel, and the transmission signal TS output by the data source is transmitted to the train vehicle-mounted equipment through the ANT and the connecting cable. Whenever the third wheel of the train just reaches the data source geographic location, the data source output includes A G(38) The train-mounted equipment acquires the transmission signal TS output from the data source to the air space through short-distance radio communication, and the train-mounted equipment is favorable for acquiring the time measurement data array AG(38) And (4) information.
Fig. 58 is a schematic diagram (schema) of data element (data element) identification (identification) in accordance with the preferred embodiment of the present invention. The invention adopts machine vision to identify the time measurement data elements at the head and the tail of the train. The method of determining the threshold in the large law, which employs a threshold that achieves the maximum between-class variance, is shown in graph (a). On one hand, fig. (b) illustrates a binary image of binarization processing comparing the measured value of the time-measuring data element with the threshold value, and the binarization processing is as follows: the evaluation value is HIGH when the horological data element magnitude is greater than or equal to the threshold value and LOW when the horological data element magnitude is less than the threshold value. On the other hand, fig. (b) illustrates a method for extracting features by machine vision, comprising the steps of determining: firstly, the contour of the head of the current train is A1，A1The current train time interval is the time difference between the arrival of different vehicle information sources of the current train at the same space event, A 1For a distance L from the current train head vehicle sourceH0Corresponding time interval, first train profile is A4A5A6A7A8A9A10A11A12A13A14A15A16A17，A4A5A6A7A8A9A10A11A12A13A14A15A16A17Is a first preceding train time interval which is the time difference between different vehicle information sources of the first preceding train arriving at the same space event, and the tail profile of the first preceding train is A4，A4Is a distance L from the information source of the vehicle at the tail part of the first trainT1Corresponding time interval, the first preceding train head contour being A17，A17For a distance L from the source of the vehicle in the head of the preceding first trainH1Corresponding time interval, the profile of the second train in front is A20A21A22A2 3A24A25A26A27A28A29A30A31A32A33，A20A21A22A23A24A25A26A27A28A29A30A31A32A33For the preceding second train time interval, which is the time difference between the arrival of different vehicle sources of the preceding second train at the same spatial event, the trailing profile of the preceding second train is A20，A20For a distance L from the source of the leading second rear-of-train vehicleT2Corresponding time interval, leading second train head profile A33，A33For a distance L from the source of the leading second trainH2Corresponding time interval, the contour of the first third train being A36A37A38，A36A37A38The time interval of the third train is the time difference between the arrival of different vehicle information sources of the third train at the same space event, and the tail part outline of the third train is A 36，A36Is a distance L from the information source of the vehicle at the tail part of the third row of the vehicleT3Corresponding time interval,. times.A2、A3Is the time interval between the current train and the first train, the time interval between the current train and the first train is the time difference between the current train information source and the first train information source reaching the same space event, A18、A19Is a first train and a second train time interval, the first train and the second train time interval being a time difference between arrival of a first train vehicle source and a second train source at the same space event, A34、A35The second prior train is spaced from the third prior train by a time difference between arrival of the second prior train vehicle source and the third prior train vehicle source at the same spatial event.
Fig. 59 is a flow chart (flow diagram) showing the train brake safety control according to the preferred embodiment 5 of the present invention. The method comprises the following steps: step S5901, determining the event time when the front part of the body of a preceding train of the train reaches the geographic position event and the event time when the tail of the preceding train reaches the geographic position event; step S5902, calculating the ratio of the speed of the front part of the body of the preceding train to the speed of the tail of the preceding train by the train; 5903, the train determines whether the lead train has structural integrity and takes control of train braking according to the ratio.
It is understood that whether the train has structural integrity includes, but is not limited to, first train structural integrity on same track, second train structural integrity on same track, third train structural integrity on same track, fourth train structural integrity on same track … …
Step S5901, determining a preceding train of the trainThe time of the event that the front of the body of the preceding train reaches the geographical position event and the time of the event that the tail of the preceding train reaches the geographical position event. The train is provided with an ANT, a connecting cable and an on-board device in the manner shown in fig. 57, and the operation is tracked in the manner shown in fig. 53, the data source is provided in the manner shown in fig. 53, and a time measurement data array is generated in the manner shown in fig. 54, the on-board device of the train receives a transmission signal TS output to the air space by the data source when the third wheel of the train arrives at the geographical position of the data source, demodulates the transmission signal TS and obtains a waveform shown in fig. 56(c) and a waveform shown in fig. 55 aG(38) Complete horological data array information of the waveform, including the data represented by A in FIG. 541To A38A total of 38 elements in magnitude.
In step S5902, the ratio R is calculatedCQThe following functions are adopted: r CQ＝A4LH1/A17LT1Wherein A is4For the time interval of the nearest train tail travelling on the same track, A17Time interval of nearest train head for same track advance, LH1Distance between source vehicles of nearest train head for same-track advancing, LT1The distance between the information sources of the vehicles at the tail of the nearest train which moves ahead on the same track.
In step S5903, the determination is to adopt the judgment of comparing the preset threshold values, including but not limited to, adopting preset numerical constants 1.5 and 0.8 to calculate RCQThe magnitude is compared with 1.5 and 0.8, when R isCQAnd if the train number is less than 1.5 and more than 0.8, judging that the nearest train which advances on the same track has structural integrity, otherwise, judging that the nearest train which advances on the same track does not have structural integrity.
Similarly, step S5901 includes, but is not limited to, the train obtaining the same time measurement data array of the second train, the same time measurement data array of the third train and the same time measurement data array … … of the fourth train, step S5902 includes, but is not limited to, the train calculating the same track ratio of the second train, the same track ratio of the third train and the same track ratio … … of the fourth train, step S5903 includes, but is not limited to, the train determining whether the second train has structural integrity, the same track ratio of the third train and the same track ratio of the fourth train … …
It is to be understood that assuming control of train braking includes, but is not limited to, a transfer of knowledge of a subsequent train of the train through the train operation control system obtaining knowledge of whether a preceding train of the train has structural integrity as determined by the train, the subsequent train of the train assuming control of train braking as required by the subsequent train of the train in accordance with the knowledge of the train.
Fig. 60 shows a risk register (risk register) according to a preferred embodiment of the present invention 5. Train operation control pertains to a railroad traffic management project, wherein a record of defined risks associated with the train operation control project is provided and serves as a repository for risk events that are initiated and closed. The risk registry includes a description of each risk event, the identifier of the risk event, the outcome of the risk assessment, a description of the planned risk response plan, and a summary of the actions taken and the current status.
Wherein the description of the risk event comprises: if the structural integrity of any train is damaged, then there is a risk of an accident in which equipment conflicts occur with subsequent trains on the same track of any train.
Wherein the identifier of the risk event comprises: a co-track subsequent train of any train; the start time of a risk event includes, any time.
Wherein the trigger time for the risk event comprises: event time of a geo-location event where a co-track subsequent train of any train arrives at any data source.
Wherein the off-time of the risk event comprises: and stopping the subsequent train on the same track of any train.
Wherein the output of the risk assessment comprises: risk likelihood 4, impact of risk 5, severity of risk 15 (high).
Wherein the description of the planned risk handling plan includes: and responding or acting to avoid risks, and adopting train braking to adjust the train speed of the subsequent trains on the same track of any train so as to stop the train.
Wherein the risk owners include: the same track subsequent train of any train.
Wherein one summary of actions taken and current state includes: the event time is monitored.
FIG. 61 is a process decision program diagram (process decision program) according to the preferred embodiment of the present invention 5.
In the figure, the starting point is train operation control.
In the figure, the ideal target is train operation safety control.
In the figure, the means and method for realizing the goal making comprises: obtaining the event time data of the ahead train, determining the structural integrity of the ahead train, adopting emergency braking to prevent a conflict compartment, monitoring the quality of the event time data, adopting emergency braking to prevent a conflict risk, adjusting the speed by traction and braking force and adjusting the speed by service braking.
In the figure, possible obstacles or emergency braking situations in the process implementation include: the adjustment requirement of tracking the train interval time is met when the structural integrity of a preceding train is lost and the data quality accident of event time exists.
In the figure, the obtained effects include: regenerative accident equipment collision risk control, signal quality control, and track train interval time keeping.
In the figure, the established route comprises the following steps: starting from train operation control, from train operation control to obtaining preceding train event time data, from obtaining preceding train event time data to judging preceding train structural integrity and monitoring event time data quality, from judging preceding train structural integrity to losing preceding train structural integrity, from losing preceding train structural integrity to adopting emergency braking to prevent a collision carriage, from adopting emergency braking to prevent collision carriage to equipment collision regeneration accident risk control, from equipment collision regeneration accident risk control to train operation safety control, from monitoring event time data quality to having event time data quality accident, from having event time data quality accident to adopting emergency braking to prevent collision risk, from adopting emergency braking to prevent collision risk to signal quality control, from signal quality control to train operation safety control, the train operation is controlled to the regulation speed of the traction force and the braking force, the regulation speed of the traction force and the braking force is controlled to the regulation demand of the tracking train interval time, the regulation demand of the tracking train interval time is controlled to the regulation speed of the service brake, the regulation speed of the service brake is maintained to the tracking train interval time, and the tracking train interval time is maintained to the train operation safety control.
It should be noted that the train can autonomously and simultaneously monitor the structural integrity status of the first train running ahead on the same track, the structural integrity status of the second train running ahead on the same track, and the structural integrity status of the third train running ahead on the same track, and adopt the required train braking control of the train itself according to the structural integrity status of the train running ahead on the same track.
FIG. 62 shows a flow chart (flow diagram) of the present invention. The method comprises the following steps: determining the event time of the train arriving at the geographical location event and the train braking functionality, and taking safety control of train braking according to the event time of the train arriving at the geographical location event and the train braking functionality.
It is understood that the train brake functionality includes, but is not limited to, the infimum of brake deceleration for emergency brakes, the supremum of brake deceleration for service brakes, the event time to begin relieving train brake force, the event time to stop relieving train brake force, the train speed at the event time to begin relieving train brake force, the train speed at the event time to stop relieving train brake force, the event time to reduce train tractive effort later, emergency brakes, service brakes, parking brakes, braking distance, and braking time.
Fig. 63 is a diagram of a train brake resource management (resource management) strategy space (strategy space) according to the present invention. The policy space for resource management for train braking includes, but is not limited to: reducing the tractive force of the train traction device, reducing the tractive force of the train traction device after a delay, brake combination of a railcar brake and a trailer brake, brake combination of a backup brake and a trailer brake, reducing the braking force of a disc brake, increasing the braking force of a disc brake, reducing the braking force of an eddy current rail brake, increasing the braking force of an eddy current rail brake, reducing the braking force of a magnetic track brake, increasing the braking force of a magnetic track brake, reducing the braking force of a regenerative brake, increasing the braking force of a regenerative brake, reducing the braking force of a disc brake in advance, reducing the braking force of a disc brake in delay, reducing the braking force of an eddy current rail brake in advance, reducing the braking force of an eddy current rail brake in delay, reducing the braking force of a magnetic track brake in advance, reducing the braking force of a regenerative brake in advance, reducing the braking force of a trailer brake, reducing the braking force of a rail brake in advance, reducing the braking force of a trailer brake, reducing the braking force of a rail brake in advance, reducing the braking force of a brake of a rail brake, and a brake, The braking force of the regenerative braking device is reduced after a delay.
Compared with the existing various train operation control technologies, the method and the device can ensure the effectiveness of damage event cause and consequence control, and the section signal (train signaling) only realizes risk response (risk response) of group train section operation by point-to-point communication (point-to-point communication), eliminates the network space war (cyberspace operations) of the section signal (train signaling), and achieves the complete functions and the independent operation of five-in-one of an environment main body, an identification main body, an analysis main body, an evaluation main body and a control main body of accident risk. The train is used as a management subject (management subject), the thought of risk monitoring of consensus communication of data processing of the time interval of the event time of the train reaching the geographic position event is clear, the simultaneous risk monitoring of the trains moving ahead in the same track sequence is realized, and the effectiveness of measure setting is facilitated.
Train operation safety and resource management efficiency have been the focus of attention for a long time, however, there is no breakthrough in methodology innovation and subversion type technical innovation, and the application requirements of rapid increase and rapid differentiation cannot be supported, and the future 10 years will be 10 years that society puts forward a faster development requirement on the train operation control technology. The method comprises the steps that synchronous control (current control) of 'train position expression + train braking force + algorithm + knowledge service' determines competitive advantage (competitive advantage) of an application system (application system), the aim of the method is to enable train braking force information resource allocation (information resources allocation) to participate in train operation management deeply, the problem of high business through capacity, adaptability and direct cost (direct cost) is solved, and innovation processes (innovation) are obtained by intelligent tools and a service platform.
It will be understood by those skilled in the art that all or part of the steps in the above embodiments may be implemented by program instructions and/or associated hardware, the program may be stored in a computer-readable storage medium, and when the program is executed, the program includes the steps in the above embodiments, and the storage medium may be: ROM/RAM, magnetic disk, optical disk, etc. Thus, while the invention also includes, in correspondence with the method of the present application, a data source, which is typically represented in the form of functional blocks corresponding to the steps of the method of the present application, it will be understood by those skilled in the art that this modular representation is not the only way in which the system of the present application can be employed, but rather corresponds in essence to a specific system of software and/or hardware (computer device, microprocessor or various types of programmable logic devices).
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
In the description of the present application, it is to be understood that the terms "first", "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implying any number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include 1 or more of that feature. In the description of the present application, "plurality" means at least 2, e.g., 2, 3, etc., unless specifically limited otherwise.
While preferred embodiments of the present application have been described, additional variations and modifications in accordance with these embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all such alterations and modifications as fall within the scope of the application.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (13)
1. A method of occlusion, comprising:
determining an event time of a train arrival at a geo-location event and train braking functionality;
safety control of train braking is taken based on the event time of the train arrival at the geographic location event and the functionality of the train braking.
2. The occlusion method of claim 1, comprising:
Determining a brake deceleration infimum of an emergency brake of the train, a brake deceleration supremum of a service brake of the train, a braking distance of an emergency brake of the train, a length of the train, a schedule of event times for the train to arrive at the geo-location event, and an event time for the train to arrive at the geo-location event;
generating a train speed control signal required for ensuring train driving safety according to the infimum limit, the supremum limit, the braking distance, the length, the plan and the event time;
and controlling train traction and train braking according to the event time and the signal.
3. The occlusion method of claim 1, comprising:
determining train functionality and line functionality of a group, knowledge of the fact that any train arrives at a geographic location event, weather report information, hydrological observation information, earthquake warning information, scheduling command information, interlocking status information, any train functionality information, interval line functionality information, and event time that a train arrives at a geographic location event;
generating a knowledge representation required for ensuring driving safety according to the functionality, the factual knowledge, the intelligence and the event time;
and adopting safety control of train braking according to the event time and the knowledge representation.
4. The occlusion method of claim 1, comprising:
determining a train working diagram, a geographic identifier of a geographic position, a distance between geographic positions and an event time when the train arrives at the geographic position event;
generating a command required by the implementation of the parking braking process according to the train operation diagram, the geographic identifier, the distance and the event time;
and adopting the control of the parking brake of the train brake according to the event time and the command.
5. The occlusion method of claim 1, comprising:
determining a train location representation, a time frequency reference, knowledge of the fact that the train arrived at the geo-location event;
generating a command required by the formation of the group trains for safe driving according to the train position representation, the time frequency reference and the fact knowledge;
and adopting the control of train braking according to the event time and the command.
6. The occlusion method of claim 1, comprising:
determining the event time of the geographical position event reached by the front part of the train body and the event time of the geographical position event reached by the train tail;
mining the knowledge of whether the train chain aggregation is cracked or not according to the event time;
And adopting train braking control according to the event time and the knowledge.
7. An occlusion system, comprising:
the train is used for acquiring train braking functional knowledge, receiving event time information sent by a data source on the ground and performing safety control on train braking according to the train braking functional knowledge and the event time information;
and the data source is used for generating event time information of the geographical position event of the train arriving at the data source and sending the event time information to the train.
8. The occlusion system of claim 7, comprising:
the train is used for storing and sending the braking deceleration infimum of the emergency brake of the train, the braking deceleration supremum of the service brake, the braking distance of the emergency brake, the train length and the event time information of the event that the train arrives at the geographic position to the ground information highway, receiving the braking deceleration infimum of the emergency brake of the train which is ahead on the same track and sent by the ground information highway, the braking deceleration supremum of the service brake, the braking distance of the emergency brake, the train length and the event time information of the event that the train arrives at the geographic position, receiving the braking deceleration infimum of the emergency brake of the train which is behind the same track and sent by the ground information highway, the braking deceleration supremum of the service brake, the braking distance of the emergency brake, the train length and the event time information of the event that the train arrives at the geographic position, receiving event time information sent by a data source on the ground, and controlling train braking of the train according to the braking deceleration infimum limit, the braking distance, the train length and the event time;
The data source is used for generating event time of a geographical position event when a train reaches the data source and event time information of the geographical position event when a same-track forward train of the train reaches the data source, and sending the event time information to the train;
the information highway is used for receiving the braking deceleration infimum of the emergency brake, the braking deceleration infimum of the service brake, the braking distance of the emergency brake, the train length and the event time information of the event that the train arrives at the geographic position, sending the braking deceleration infimum of the emergency brake of the train which is ahead on the same track, the braking deceleration infimum of the service brake, the braking distance of the emergency brake, the train length and the event time information of the event that the train arrives at the geographic position to the train, and sending the braking deceleration infimum of the emergency brake of the train which is behind the same track, the braking deceleration infimum of the service brake, the braking distance of the emergency brake, the train length and the event time information of the event that the train arrives at the geographic position to the train.
9. The occlusion system of claim 7, comprising:
The train is used for receiving event time information sent by a data source on the ground, receiving knowledge representation information sent by a knowledge management system on the ground, adopting safety control of train braking of the train according to the knowledge representation and event time, generating event time information of an event that the train reaches a geographic position, and sending the event time information to the knowledge management system;
the data source is used for generating event time information of a geographical position event of a train arriving at the data source and sending the event time information to the train;
the knowledge management system is used for receiving event time information of a train arriving at a geographic position event sent by any train, managing train functionality and line functionality knowledge of a group, managing fact knowledge of the train arriving at the geographic position event, managing weather report information, hydrologic observation information, earthquake alarm information, scheduling command information, interlocking state information, train functionality information and interval line functionality information, generating knowledge service knowledge representation according to the event time information, knowledge, fact knowledge and information, and sending knowledge representation information to any train.
10. The occlusion system of claim 7, comprising:
the train is used for receiving event time information sent by a data source on the ground, receiving a train braking instruction of parking braking sent by an automatic train receiving and dispatching control system on the ground, adopting train braking control of the train according to the event time and the instruction, generating fact knowledge information of a geographical position event of the train reaching the data source, and sending the fact knowledge information to the automatic train receiving and dispatching control system;
the data source is used for generating event time information of a geographical position event of a train arriving at the data source and sending the event time information to the train;
the train receiving and dispatching automatic control system is used for storing a train operation diagram, a geographic identifier of a geographic position of a data source and a distance between the geographic positions of the data source, receiving fact knowledge information of a geographic position event of the arrival of a train at the data source, sent by the train, generating a train braking instruction for parking braking according to the train operation diagram, the geographic identifier, the distance and the fact knowledge, and sending the train braking instruction to the train.
11. The occlusion system of claim 7, comprising:
The train is used for receiving time interval information sent by a data source on the ground, receiving an operation permission, a group train formation operation control instruction and a group train decompiling operation control instruction sent by a CTCS-3-level train operation control system, adopting train braking control of the train according to the time interval, the operation permission, the group train formation operation control instruction and the group train decompiling operation control instruction, generating fact knowledge of a geographical position event of the train reaching the data source and train position representation of the train, and sending the fact knowledge information and the train position representation information to the CTCS-3-level train operation control system;
the data source is used for generating time interval information of a geographical position event of a train arriving at the data source and sending the time interval information to the train;
and the CTCS-3-level train operation control system is used for receiving fact knowledge information of a geographical position event of the train arriving at a data source and train position representation information of the train, which are sent by any train, generating an operation permission, a command for group train formation operation control and a command for group train decompiling operation control according to the fact knowledge and the train position representation, and sending the operation permission, the command for group train formation operation control and the command for group train decompiling operation control to any train.
12. The occlusion system of claim 7, comprising:
the train is used for receiving time interval information sent by a data source on the ground, mining the knowledge of whether the train structure integrity of the same-track forward train of the train is cracked or not according to the event time, and controlling the train braking of the train according to the event time and the knowledge;
and the data source is used for generating the event time of the geographic position event that the train reaches the data source, the event time of the geographic position event that the front part of the train body of the same-track preceding train of the train reaches the data source and the event time of the geographic position event that the tail of the same-track preceding train of the train reaches the data source, and sending the event time information to the train.
13. A data source, comprising:
the detection module is used for generating a signal for controlling the event time of the geographic position event of the train arriving at the data source, outputting the signal and sending the signal to the clock module and the storage module;
the clock module is used for generating data of event time of a geographical position event of a train arriving at the data source and outputting the data to the storage module;
The storage module is used for caching the data of the event time of the geographical position event of the train arriving at the data source and outputting the data to the transmission module;
a transmission module for generating a signal for data transmission of data of event time of a geographical location event at which the train arrives at the data source, and outputting the signal to the air space;
and the power supply module is used for providing electric energy required by the work of the detection module, the clock module, the storage module and the transmission module.
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| CN117114352A (en) * | 2023-09-15 | 2023-11-24 | 北京阿帕科蓝科技有限公司 | Vehicle maintenance method, device, computer equipment and storage medium |
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