CN113844504B - Vehicle-mounted ATP control method and system - Google Patents
Vehicle-mounted ATP control method and system Download PDFInfo
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- ZKHQWZAMYRWXGA-UHFFFAOYSA-N Adenosine triphosphate Natural products C1=NC=2C(N)=NC=NC=2N1C1OC(COP(O)(=O)OP(O)(=O)OP(O)(O)=O)C(O)C1O ZKHQWZAMYRWXGA-UHFFFAOYSA-N 0.000 description 93
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- TTWYZDPBDWHJOR-IDIVVRGQSA-L adenosine triphosphate disodium Chemical compound [Na+].[Na+].C1=NC=2C(N)=NC=NC=2N1[C@@H]1O[C@H](COP(O)(=O)OP(O)(=O)OP([O-])([O-])=O)[C@@H](O)[C@H]1O TTWYZDPBDWHJOR-IDIVVRGQSA-L 0.000 description 1
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Abstract
The invention provides a vehicle-mounted ATP control method and a vehicle-mounted ATP control system, wherein the method comprises the following steps: determining that the train sequentially passes through each beacon in the target driving mode; if the distance between the train and the first beacon is smaller than the first preset distance, transmitting a state signal to the train; and if the state signal is a high-level signal and the train meets the first preset switching condition when the train is at the second beacon, switching the train from the direct current power grid to the alternating current power grid. The system performs the method. The invention relates to an ATP control method based on passing neutral section from a direct current power grid to an alternating current power grid, which controls a train to be automatically switched from the direct current power grid to the alternating current power grid.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a vehicle-mounted ATP (adenosine triphosphate) control method and system.
Background
At present, an automatic train protection system (Automatic Train Protection, ATP) under-control AC automatic passing phase separation technology is mature, and is mainly applied to high-speed railways and partial urban rail transit (such as Beijing new airport line and Wenzhou S1 line), but no AC/DC switching ATP control scheme exists.
How to control the switching of a train from a direct current power grid to an alternating current power grid is a problem which needs to be solved at present.
Disclosure of Invention
The vehicle-mounted ATP control method and system provided by the invention are used for solving the problems in the prior art, and the train is controlled to be automatically switched from the direct current power grid to the alternating current power grid based on the ATP control method from the direct current power grid to the alternating current power grid.
The invention provides a vehicle-mounted ATP control method, which comprises the following steps:
determining that the train sequentially passes through each beacon in the target driving mode;
if the distance between the train and the first beacon is smaller than the first preset distance, a state signal is sent to the train;
if the state signal is a high-level signal and the train meets a first preset switching condition when the train is at a second beacon, switching the train from a direct current power grid to an alternating current power grid;
the state signal is determined according to an output signal sent by an ATP (automatic protection system) of the vehicle-mounted train, which is connected with the train through a preset hard wire interface;
the first beacon is determined according to the last beacon in the beacons sequentially passing through;
the second beacon is determined from a beacon preceding the first beacon.
According to the vehicle-mounted ATP control method provided by the invention, the train meets the first preset switching condition when being positioned at the second beacon, and the method comprises the following steps:
transmitting the status signal to the train when the distance between the train and the second beacon is less than a second preset distance;
if the state signal is the high-level signal, determining whether the vehicle-mounted ATP receives a feedback signal of the train;
if the vehicle-mounted ATP does not receive the feedback signal and the train meets a second preset switching condition when being at a third beacon, determining that the train meets the first preset switching condition when being at the second beacon;
wherein the feedback signal is determined from a feedback signal transmitted by the second beacon;
the third beacon is determined from a beacon preceding the second beacon.
According to the vehicle-mounted ATP control method provided by the invention, the train meets the second preset switching condition when being positioned at the third beacon, and the method comprises the following steps:
transmitting the status signal to the train when the distance between the train and the third beacon is less than a third preset distance or a transponder located at the third beacon is read;
if the state signal is the high level signal, determining whether the vehicle-mounted ATP receives a feedback signal of the train;
if the vehicle-mounted ATP receives the feedback signal and the train meets a third preset switching condition when being at a fourth beacon, determining that the train meets the second preset switching condition when being at the third beacon;
wherein the fourth beacon is determined from a beacon preceding the third beacon.
According to the vehicle-mounted ATP control method provided by the invention, when the train is positioned at the fourth beacon, the third preset switching condition is met, and the method comprises the following steps:
when the distance between the train and the fourth beacon is smaller than a fourth preset distance and the running speed of the train meets a preset entrance speed condition, sending the state signal to the train;
if the state signal is the high level signal, determining whether the vehicle-mounted ATP receives a feedback signal of the train;
if the vehicle-mounted ATP receives the feedback signal and the train meets a fourth preset switching condition when the train is at a fifth beacon, determining that the train meets the third preset switching condition when the train is at the fourth beacon;
wherein the fifth beacon is determined from a beacon preceding the fourth beacon.
According to the vehicle-mounted ATP control method provided by the invention, the train meets the fourth preset switching condition when being positioned at the fifth beacon, and the method comprises the following steps:
transmitting the status signal to the train when the distance between the train and the fifth beacon is less than a fifth preset distance;
if the state signal is the high level signal, determining whether the vehicle-mounted ATP receives a feedback signal of the train;
and if the vehicle-mounted ATP receives the feedback signal, determining that the train meets the fourth preset switching condition when being positioned at the fifth beacon.
According to the vehicle-mounted ATP control method provided by the invention, the running speed of the train meets the preset entry speed condition, and the method comprises the following steps:
and if the running speed of the train is not lower than the first speed and not higher than the second speed, determining that the running speed of the train meets the preset entry speed condition.
According to the vehicle-mounted ATP control method provided by the invention, the target driving mode at least comprises any one of the following driving modes:
an automatic driving mode of a continuous train control level, a manual driving mode of a continuous train control level, an automatic driving mode of a point train control level, and a manual driving mode of a point train control level.
The invention also provides a vehicle-mounted ATP control system, which comprises: the system comprises a driving mode determining module, a state signal transmitting module and an orthogonal power grid switching module;
the driving mode determining module is used for determining that the train sequentially passes through each beacon in the target driving mode;
the state signal sending module is used for sending a state signal to the train if the distance between the train and the first beacon is determined to be smaller than a first preset distance;
the orthogonal power grid switching module is used for switching the train from a direct current power grid to an alternating current power grid if the state signal is a high-level signal and the train meets a first preset switching condition when the train is at a second beacon;
the state signal is determined according to an output signal sent by an ATP (automatic protection system) of the vehicle-mounted train, which is connected with the train through a preset hard wire interface;
the first beacon is determined according to the last beacon in the beacons sequentially passing through;
the second beacon is determined from a beacon preceding the first beacon.
The invention also provides an electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the steps of the vehicle-mounted ATP control method are realized when the processor executes the program.
The present invention also provides a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, implements the steps of the in-vehicle ATP control method as described in any of the above.
The vehicle-mounted ATP control method and system provided by the invention are based on the ATP control method from the direct current power grid to the alternating current power grid, and the train is controlled to be automatically switched from the direct current power grid to the alternating current power grid.
Drawings
In order to more clearly illustrate the invention or the technical solutions of the prior art, the following description will briefly explain the drawings used in the embodiments or the description of the prior art, and it is obvious that the drawings in the following description are some embodiments of the invention, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic flow chart of a vehicle-mounted ATP control method provided by the invention;
fig. 2 is a schematic diagram of switching from dc to ac power grid provided by the present invention;
FIG. 3 is a schematic diagram of the structure of the on-board ATP control system provided by the invention;
fig. 4 is a schematic diagram of the physical structure of the electronic device provided by the present invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is apparent that the described embodiments are some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
Since the intervals between the beacons from direct current to alternating current and from alternating current to direct current are the same, the scene of each beacon point will be described in detail by taking the forward operation scene of direct current to alternating current conversion as an example. The reverse operation does not consider the automatic switching function, but the driver performs manual switching according to the trackside signboard to complete switching from the alternating current power grid to the direct current power grid.
Fig. 1 is a schematic flow chart of a vehicle-mounted ATP control method provided by the invention, as shown in fig. 1, the method includes:
s1, determining that a train sequentially passes through each beacon in a target driving mode;
s2, if the distance between the train and the first beacon is smaller than the first preset distance, sending a state signal to the train;
s3, if the state signal is a high-level signal and the train is at the second beacon position and meets the first preset switching condition, switching the train from the direct current power grid to the alternating current power grid;
the state signal is determined according to an output signal sent by an ATP (automatic protection system) of the vehicle-mounted train, which is connected with the train through a preset hard wire interface;
the first beacon is determined according to the last beacon in each beacon in sequence;
the second beacon is determined from a previous beacon to the first beacon.
It should be noted that, the execution subject of the above method may be a computer device.
Optionally, the on-board ATP is controlled to check whether the train passes through each beacon sequentially in the target driving mode, if it is determined that the train passes through each beacon sequentially in the target driving mode, it is determined whether the distance between the train and the first beacon is smaller than a first preset distance, if it is determined that the distance between the train and the first beacon is smaller than the first preset distance, the on-board ATP sends a status signal to the train through an independent preset hard line interface, and the status signal is an output signal of the preset hard line interface.
In the running process of the train, the vehicle-mounted ATP continuously transmits a state signal to the train through an independent preset hard wire interface, and the state signal can be changed into a high-level signal only when the train reaches each beacon position, so that when the state signal is the high-level signal, the state signal indicates that the train reaches the first beacon position at the moment. And judging whether the train meets the first preset switching condition when the train is at the second beacon, if so, indicating that the train can be switched from the direct current power grid to the alternating current power grid through automatic switching operation.
When the train arrives at the first beacon, a status signal is continuously sent to the train, the duration can be configured according to the needs, and meanwhile, in the automatic train driving mode, after the vehicle-mounted ATP receives an allowable traction instruction sent by the train, the automatic train driving system (Automatic Train Operation, ATO) can resume traction.
If the vehicle-mounted ATP transmits the state signal to the train when the vehicle-mounted ATP is at the first beacon, and does not receive the feedback signal of the first beacon, whether traction can be recovered or not can be judged on the state of the train through network pressure monitoring and the like.
If emergency braking of the train occurs at the first beacon position, the train is completed with the vacuum circuit breaker (Vacuum Circuit Breaker, VCB) disconnected, and then the train can recover traction power supply through network pressure monitoring and the like.
In an actual application scenario, as shown in fig. 2, the vehicle-mounted ATP first checks whether the train is in the target driving mode when passing through each beacon, if the train is in the target driving mode, it is determined whether the distance between the train and the first beacon (i.e., beacon 5) is smaller than a first preset distance (e.g., 120 m), and if the distance between the train (which may be the train head) and the beacon 5 is smaller than 120m, a status signal is sent to the train. And upon determining that the status signal is a high signal and that the train meets a first preset switching condition at the second beacon (i.e., beacon 4), switching the train from a direct current grid (DC 1500V) to an alternating current grid (AC 25 KV).
The vehicle-mounted ATP control method provided by the invention is based on an ATP control method from a direct current power grid to an alternating current power grid, and controls the train to be automatically switched from the direct current power grid to the alternating current power grid.
Further, in one embodiment, the step S3 of meeting the first preset switching condition when the train is at the second beacon may specifically include:
when the distance between the train and the second beacon is smaller than a second preset distance, sending a state signal to the train;
if the state signal is determined to be a high level signal, determining whether the vehicle-mounted ATP receives a feedback signal of the train;
if the on-board ATP does not receive the feedback signal and the train meets the second preset switching condition when being at the third beacon, determining that the train meets the first preset switching condition when being at the second beacon;
wherein the feedback signal is determined from the feedback signal transmitted by the second beacon;
the third beacon is determined from a previous beacon to the second beacon.
Further, in one embodiment, the target driving mode includes at least any one of the following driving modes:
an automatic driving mode (AM-C) of a continuous train control level (Continious Train Control, CTC), a manual driving mode (CM-C) of a continuous train control level, an automatic driving mode (AM-I) of a point train control level (Intermite Train Control, ITC), and a manual driving mode (CM-I) of a point train control level.
Optionally, the vehicle-mounted ATP first checks whether the train is in any one of the AM-C, CM-C, AM-I and CM-I modes, if the train is in any one of the AM-C, CM-C, AM-I and CM-I modes, determines whether the distance between the train and the second beacon is less than a second preset distance, and if it is determined that the distance between the train and the second beacon is less than the second preset distance, transmits the status signal to the train.
If the state signal is a high-level signal, the train is determined to arrive at the second beacon, and meanwhile a prompt window of a human-computer interaction interface (Human Machine Interface, HMI) always displays 'the train enters a switching area and the speed is kept' until the train arrives at the position of the first beacon or the manual driving mode RM is limited by midway degradation.
The vehicle-mounted ATP collects feedback signals after the train receives the second beacon through the MVB interface.
If the train does not receive the feedback signal sent by the second beacon and the train is in the third beacon, the second preset switching condition (indicating that the third beacon is successfully executed) is met, and even if the train does not receive the feedback signal of the second beacon, the train can complete automatic AC/DC switching.
If the third beacon is not executed successfully, and the train does not receive the feedback signal of the second beacon, the conversion operation from direct current to alternating current power grid is needed to be performed manually.
For example, as shown in fig. 2, the status signal is transmitted to the train when the distance between the train and the second beacon (i.e., beacon 4) is less than a second preset distance, such as 120 m. If the state signal is determined to be a high level signal, it is determined that the train arrives at the beacon 4, and if the train does not receive the feedback signal sent by the beacon 4 and the train is in the third beacon (i.e. the beacon 3), the second preset switching condition (indicating that the beacon 3 is successfully executed) is met, and even if the train does not receive the feedback signal of the beacon 4, the train can complete automatic ac/dc switching.
If the beacon 3 is not successfully executed and the train does not receive the feedback signal of the beacon 4, the conversion operation from direct current to alternating current power grid needs to be manually performed.
After the train is braked emergently when reaching the beacon 4, 5 situations can possibly occur, 1, the train is stopped before the dead zone; 2. the head part of the train is in a non-electricity area, and the tail part of the train is in a direct/alternating current power receiving area; 3. the train is completely in the dead zone; 4. the head part of the train is positioned in an alternating current/direct current power receiving area, and the tail part of the train is positioned in a non-power receiving area; 5. the train is driven completely through the dead zone. Wherein the distance between the dead zones is 78m.
On-board ATP faults can be analyzed in several scenarios:
1) When the vehicle-mounted ATP has sent out position information at the beacon 3, the train does not operate any more after the train receives the position information of the beacon 4 after the VCB is disconnected, and when the train reaches the beacon 4, the train does not generate damage risks caused by different traction power supply of equipment such as a pantograph, a motor and the like of the vehicle even if the train rushes through a dead zone because the train has already carried out the VCB disconnection operation.
2) When the vehicle-mounted ATP does not send out position information at the beacon 3 and the train arrives at the beacon 4, the train is braked emergently after the train has received the position information, and then the vehicle profession can finish the bow-lowering operation. As the train has fallen the bow, even if the train rushes through the no-power zone, the damage risk caused by different traction power supply of equipment such as a pantograph, a motor and the like of the vehicle can not be generated.
3) When the vehicle-mounted ATP does not send out position information at the beacon 3 and the train arrives at the beacon 4, the train does not receive the position information and then makes emergency braking, and the vehicle cannot perform the bow-lowering operation. If a driver performs the operation of forcibly disconnecting the VCB when the train passes by the trackside warning sign, the damage risk caused by different traction power supply of equipment such as a pantograph, a motor and the like of the vehicle can not be generated even if the train rushes through a dead zone.
4) When the vehicle-mounted ATP does not send out position information at the beacon 3 and the train arrives at the beacon 4, the train does not receive the position information and then makes emergency braking, and the vehicle cannot perform the bow-lowering operation. If the driver does not manually disconnect the VCB when the train passes the trackside warning sign, there is a risk of damage to equipment such as a pantograph and a motor of the vehicle caused by different traction power supply when the situations 3 and 4 occur.
After the faults occur, under the conditions 1), 2) and 3), the ground and a driver are required to cooperate to switch over the dead zone, so that the operation time is influenced to be longer; other rescue modes need to be started for processing in the scene 4). The influence caused by the redundant function and failure of the switching signal in the direct-alternating current switching process is avoided, and the train is prevented from stopping in the dead zone.
The vehicle-mounted ATP control method provided by the invention combines the position information of the third beacon and the fourth beacon to assist the train to complete the automatic switching control of the train from direct current to alternating current in the first beacon.
Further, in one embodiment, the meeting the second preset switching condition when the train is at the third beacon may specifically include:
transmitting a status signal to the train when the distance between the train and the third beacon is less than a third preset distance or when a transponder located at the third beacon is read;
if the state signal is a high level signal, determining whether the vehicle-mounted ATP receives a train feedback signal;
if the vehicle-mounted ATP receives the feedback signal and the train meets a third preset switching condition when the train is at a fourth beacon, determining that the train meets the second preset switching condition when the train is at the third beacon;
wherein the fourth beacon is determined from a beacon preceding the third beacon.
Optionally, the vehicle-mounted ATP first checks whether the train is in any one of the AM-C, CM-C, AM-I and CM-I modes, if the train is in any one of the above-mentioned target driving modes, it is determined whether the distance between the train and the third beacon is less than a third preset distance, and if it is determined that the distance between the train and the third beacon is less than the third preset distance or if a transponder transmission module (Balise Transmission Module, BTM) antenna reads a transponder before the third beacon, the above-mentioned status signal is transmitted to the train.
If the state signal is a high-level signal, the train is determined to arrive at a third beacon, and meanwhile a prompt window of a human-computer interaction interface (Human Machine Interface, HMI) always displays 'the train enters a switching area and the speed is kept' until the train arrives at the position of the first beacon or the manual driving mode RM is limited by midway degradation.
And the vehicle-mounted ATP collects a feedback signal after the train receives the third beacon through the 1-path independent preset hard line interface, and if the vehicle-mounted ATP does not receive the feedback signal of the train, the vehicle-mounted ATP prompts 'automatic switching failure' at the HMI, and manual operation is prepared.
If the vehicle-mounted ATP receives the feedback signal and the train meets the third preset switching condition when the train is at the fourth beacon, the train is determined to meet the second preset switching condition when the train is at the third beacon, and the train can be switched from the direct current power grid to the alternating current power grid when the train passes through the first beacon.
For example, as shown in FIG. 2, the status signal is sent to the train when the distance between the train and the third beacon (i.e., beacon 3) is less than a third predetermined distance, such as 200m, or the BTM antenna reads the transponder before beacon 3. If the status signal is determined to be a high level signal, it is determined that the train arrives at beacon 3.
The vehicle-mounted ATP collects feedback signals of the automatic switching process after the vehicle receives the beacon 3 through the 1-path independent preset hard line interface, if the vehicle-mounted ATP does not receive the feedback signals of the train, the vehicle-mounted ATP prompts 'automatic switching failure, prepares for manual operation', simultaneously carries out buzzer alarm, and has the highest display priority.
Considering the most unfavorable condition, when the train runs to the highest speed of the fourth beacon (namely the beacon 2) of 80km/h, the running distance of emergency braking after reaching the beacon 3 is not more than 330m after going downhill and coasting, and the train can stop outside a dead zone; if emergency braking is performed again at the beacon 4, the train may stop in the radio zone. Because the beacon 4 and the following manual warning boards can force the bow to break so that the train passes through the dead zone, when the vehicle-mounted ATP does not receive the feedback signal of the beacon 3, emergency braking is not adopted, and only a driver is prompted to fail in automatic switching.
If the train does not receive the feedback signal of the beacon 3, the train does not execute the VCB disconnection operation, and does not send feedback information of VCB disconnection failure to a Vehicle-mounted (VOBC), and the Vehicle-mounted HMI is not displayed.
The vehicle-mounted ATP control method provided by the invention combines the position information of the second beacon, the third beacon and the fourth beacon to assist the train to complete the automatic switching control of the train from direct current to alternating current in the first beacon.
Further, in one embodiment, the meeting the third preset switching condition when the train is at the fourth beacon may specifically include:
transmitting a status signal to the train when the distance between the train and the fourth beacon is less than a fourth preset distance and the running speed of the train meets a preset entry speed condition;
if the state signal is a high level signal, determining whether the vehicle-mounted ATP receives a train feedback signal;
if the vehicle-mounted ATP receives the feedback signal and the train meets a fourth preset switching condition when the train is at a fifth beacon, determining that the train meets the third preset switching condition when the train is at the fourth beacon;
wherein the fifth beacon is determined from a beacon preceding the fourth beacon.
Further, in one embodiment, the running speed of the train meets the preset entry speed condition, which may specifically include:
if the running speed of the train is not lower than the first speed and not higher than the second speed, determining that the running speed of the train meets the preset entry speed condition.
Optionally, the vehicle-mounted ATP first checks whether the train is in any one of the AM-C, CM-C, AM-I and CM-I modes, if the train is in any one of the above-mentioned target driving modes, it is determined whether the distance between the train and the fourth beacon is smaller than a fourth preset distance and the running speed of the train satisfies a preset entry speed condition, and if it is determined that the distance between the train and the fourth beacon is smaller than the fourth preset distance and the running speed of the train satisfies the preset entry speed condition, the train transmits the status signal.
To ensure that the train is switching normally through the switching zone, the preset entry speed at the fourth beacon should be set to not lower than the first speed and not higher than the second speed.
If the state signal is a high-level signal, the train is determined to arrive at a fourth beacon, and meanwhile a prompt window of a human-computer interaction interface (Human Machine Interface, HMI) always displays 'the train enters a switching area and the speed is kept' until the train arrives at the position of the first beacon or the manual driving mode RM is limited by midway degradation.
If the vehicle-mounted ATP receives the feedback signal and the train meets the fourth preset switching condition when the train is at the fifth beacon, the train is determined to meet the third preset switching condition when the train is at the fourth beacon, and the train can be switched from the direct current power grid to the alternating current power grid when the train passes through the first beacon.
For example, as shown in fig. 2, the distance between the train and the fourth beacon (i.e., beacon 2) is less than a fourth preset distance, such as 100m.
Meanwhile, in the AM mode, the ATO of the automatic train driving system does not output traction, and the vehicle-mounted ATP cuts off the traction output of the ATO.
In order to ensure that the train is switched normally through the switching area, the entry speed of the beacon 2 should not be lower than 40km/h and not exceed 80km/h. If the entrance speed is lower than 40km/h, displaying 'the entrance speed is not met' in the HMI prompt window, and designing the system of the range of the radio zone into 1 logic section before the vehicle-mounted retracting mobile authorization MA reaches the boundary of the entrance of the radio zone. If the entrance speed is higher than 80km/h, the vehicle-mounted ATP outputs an alarm for cutting traction, and the switching area system designs 1 speed limiting section to ensure that the cutting traction speed is 80km/h.
When the train driving mode is the RM mode, the RM speed limit does not meet the requirement of the entrance speed, and the driver is forbidden to enter the switching area by using the RM mode, so that the driver is recommended to cut off the ATP operation.
If the train runs to the position of the beacon 2, if the ATP of the train fails, the direct current to alternating current conversion is needed by a manual mode after the emergency braking is stopped.
According to the vehicle-mounted ATP control method provided by the invention, the position information of the second beacon to the fifth beacon is combined to assist the train to finish automatic switching from the direct current power grid to the alternating current power grid in the first beacon, and meanwhile, the entrance speed of the fourth beacon is limited, so that the train can be ensured to normally pass through a switching area, and the driving safety is improved.
Further, in one embodiment, the meeting the fourth preset switching condition when the train is at the fifth beacon may specifically include:
when the distance between the train and the fifth beacon is smaller than a fifth preset distance, transmitting a state signal to the train;
if the state signal is a high level signal, determining whether the vehicle-mounted ATP receives a train feedback signal;
if the vehicle-mounted ATP receives the feedback signal, the train is determined to meet a fourth preset switching condition when the train is at the fifth beacon.
Optionally, if the train is in any of the AM-C, CM-C, AM-I and CM-I target driving modes, determining whether the distance between the train and the fifth beacon is less than a fifth preset distance, and if it is determined that the distance between the train and the fifth beacon is less than the fifth preset distance, transmitting the status signal to the train.
If the state signal is a high-level signal, the train is determined to arrive at a fifth beacon, and meanwhile a prompt window of a human-computer interaction interface (Human Machine Interface, HMI) always displays 'the train enters a switching area and the speed is kept' until the train arrives at the position of a first beacon or the manual driving mode RM is limited by midway degradation.
The vehicle-mounted ATP collects feedback signals of the fifth beacon from the train through 1 path of independent preset hard line interface, if the ATP receives the feedback signals of the fifth beacon after a certain time after sending the position information of the fifth beacon, the train is determined to meet a fourth preset switching condition when the train is positioned at the fifth beacon, and the train can be switched from a direct current power grid to an alternating current power grid when passing through the first beacon.
For example, as shown in fig. 2, the above status signal is transmitted to the train when the distance between the train and the fifth beacon (i.e., beacon 1) is less than a fifth preset distance, such as 300 m. If the status signal is determined to be a high level signal, it is determined that the train arrives at the beacon 1.
The vehicle-mounted ATP collects feedback signals of the beacons 1 received by the train through a preset hard wire interface. If the ATP does not receive the feedback signal of the fifth beacon after a certain time after sending the position information of the beacon 1, the HMI prompts that the automatic switching fails, prepares for manual operation, and is manually accessed and protected by a driver.
If the train runs to the position of the beacon 1, the ATP of the train fails, and the conversion from the direct current power grid to the alternating current power grid is needed to be carried out manually after the emergency braking is stopped.
According to the vehicle-mounted ATP control method provided by the invention, the vehicle-mounted ATP provides accurate position information of the unidirectional 5 beacons through the hard wire interface, and the ATP assists the vehicle to complete automatic switching from the direct current power grid to the alternating current power grid when receiving a feedback signal.
The following describes the vehicle-mounted ATP control system provided by the invention, and the vehicle-mounted ATP control system described below and the vehicle-mounted ATP control method described above can be referred to correspondingly.
Fig. 3 is a schematic structural diagram of the vehicle-mounted ATP control system provided by the invention, as shown in fig. 3, including: a driving mode determining module 310, a status signal transmitting module 311, and an orthogonal grid switching module 312;
a driving mode determining module 310, configured to determine that the train passes through each beacon sequentially in the target driving mode;
the status signal sending module 311 is configured to send a status signal to the train if it is determined that the distance between the train and the first beacon is less than the first preset distance;
the orthogonal grid switching module 312 is configured to switch the train from the direct current grid to the alternating current grid if the status signal is a high level signal and the train meets a first preset switching condition when the train is at the second beacon;
the state signal is determined according to an output signal sent by an ATP (automatic protection system) of the vehicle-mounted train, which is connected with the train through a preset hard wire interface;
the first beacon is determined according to the last beacon in each beacon in sequence;
the second beacon is determined from a previous beacon to the first beacon.
The vehicle-mounted ATP control system provided by the invention is based on an ATP control method from a direct current power grid to an alternating current power grid, and controls the train to be automatically switched from the direct current power grid to the alternating current power grid.
Fig. 4 is a schematic physical structure of an electronic device according to the present invention, as shown in fig. 4, the electronic device may include: a processor (processor) 410, a communication interface (communication interface) 411, a memory (memory) 412 and a bus (bus) 413, wherein the processor 410, the communication interface 411 and the memory 412 communicate with each other through the bus 413. The processor 410 may call logic instructions in the memory 412 to perform the following method:
determining that the train sequentially passes through each beacon in the target driving mode;
if the distance between the train and the first beacon is smaller than the first preset distance, transmitting a state signal to the train;
if the state signal is a high-level signal and the train meets a first preset switching condition when the train is at the second beacon, switching the train from the direct current power grid to the alternating current power grid;
the state signal is determined according to an output signal sent by an ATP (automatic protection system) of the vehicle-mounted train, which is connected with the train through a preset hard wire interface;
the first beacon is determined according to the last beacon in each beacon in sequence;
the second beacon is determined from a previous beacon to the first beacon.
Further, the logic instructions in the memory described above may be implemented in the form of software functional units and stored in a computer-readable storage medium when sold or used as a stand-alone product. Based on this understanding, the technical solution of the present invention may be embodied essentially or in a part contributing to the prior art or in a part of the technical solution, in the form of a software product stored in a storage medium, comprising several instructions for causing a computer power supply screen (which may be a personal computer, a server, or a network power supply screen, etc.) to perform all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-only Memory (ROM), a random access Memory (RAM, random Access Memory), a magnetic disk, or an optical disk, or other various media capable of storing program codes.
Further, the present invention discloses a computer program product comprising a computer program stored on a non-transitory computer readable storage medium, the computer program comprising program instructions which, when executed by a computer, are capable of executing the on-board ATP control method provided by the above method embodiments, for example comprising:
determining that the train sequentially passes through each beacon in the target driving mode;
if the distance between the train and the first beacon is smaller than the first preset distance, transmitting a state signal to the train;
if the state signal is a high-level signal and the train meets a first preset switching condition when the train is at the second beacon, switching the train from the direct current power grid to the alternating current power grid;
the state signal is determined according to an output signal sent by an ATP (automatic protection system) of the vehicle-mounted train, which is connected with the train through a preset hard wire interface;
the first beacon is determined according to the last beacon in each beacon in sequence;
the second beacon is determined from a previous beacon to the first beacon.
In another aspect, the present invention also provides a non-transitory computer readable storage medium having stored thereon a computer program that, when executed by a processor, is implemented to perform the in-vehicle ATP control method provided in the above embodiments, for example, including:
determining that the train sequentially passes through each beacon in the target driving mode;
if the distance between the train and the first beacon is smaller than the first preset distance, transmitting a state signal to the train;
if the state signal is a high-level signal and the train meets a first preset switching condition when the train is at the second beacon, switching the train from the direct current power grid to the alternating current power grid;
the state signal is determined according to an output signal sent by an ATP (automatic protection system) of the vehicle-mounted train, which is connected with the train through a preset hard wire interface;
the first beacon is determined according to the last beacon in each beacon in sequence;
the second beacon is determined from a previous beacon to the first beacon.
The system embodiments described above are merely illustrative, wherein the elements illustrated as separate elements may or may not be physically separate, and the elements shown as elements may or may not be physical elements, may be in one place, or may be distributed over a plurality of network elements. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art will understand and implement the present invention without undue burden.
From the above description of the embodiments, it will be apparent to those skilled in the art that the embodiments may be implemented by means of software plus necessary general hardware platforms, or of course may be implemented by means of hardware. Based on this understanding, the foregoing technical solution may be embodied essentially or in a part contributing to the prior art in the form of a software product, which may be stored in a computer readable storage medium, such as a ROM/RAM, a magnetic disk, an optical disk, etc., including several instructions for causing a computer power screen (which may be a personal computer, a server, or a network power screen, etc.) to perform the method described in the various embodiments or some parts of the embodiments.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and are not limiting; although the 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 scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.
Claims (10)
1. A vehicle-mounted ATP control method, comprising:
determining that the train sequentially passes through each beacon in the target driving mode;
if the distance between the train and the first beacon is smaller than the first preset distance, a state signal is sent to the train;
if the state signal is a high-level signal and the train meets a first preset switching condition when the train is at a second beacon, switching the train from a direct current power grid to an alternating current power grid;
the state signal is determined according to an output signal sent by an ATP (automatic protection system) of the vehicle-mounted train, which is connected with the train through a preset hard wire interface;
the first beacon is determined according to the last beacon in the beacons sequentially passing through;
the second beacon is determined from a beacon preceding the first beacon;
in the event that the on-board ATP fails and is in the following scenario:
if the train is in front of the dead zone or the head of the train is in the dead zone, the tail of the train is in the direct/alternating current power receiving zone or the train is in the dead zone completely due to the emergency braking of the train when the train reaches the second beacon, the train is matched with a driver to switch over the dead zone through the ground;
if the head part of the train is in an alternating current/direct current power receiving area and the tail part of the train is in a non-power receiving area, the train is processed by other rescue modes;
the scene includes: the vehicle-mounted ATP sends position information on a third beacon, and the train executes the condition of breaking the vacuum circuit breaker; the vehicle-mounted ATP does not send out position information at the third beacon, and the train arrives at the second beacon position, and emergency braking occurs after the train has received the position information; the vehicle-mounted ATP does not send out position information at the third beacon, and the train arrives at the second beacon position, and the train generates emergency braking after the train does not receive the position information; when the vehicle-mounted ATP does not send out position information at the third beacon and the train arrives at the second beacon position, the train does not receive the position information and then emergency braking occurs.
2. The on-board ATP control method of claim 1, wherein the train meets a first preset switching condition when at a second beacon, comprising:
transmitting the status signal to the train when the distance between the train and the second beacon is less than a second preset distance;
if the state signal is the high-level signal, determining whether the vehicle-mounted ATP receives a feedback signal of the train;
if the vehicle-mounted ATP does not receive the feedback signal and the train meets a second preset switching condition when being at a third beacon, determining that the train meets the first preset switching condition when being at the second beacon;
wherein the feedback signal is determined from a feedback signal transmitted by the second beacon;
the third beacon is determined from a beacon preceding the second beacon.
3. The on-board ATP control method of claim 2, wherein the train meets a second preset switching condition when at a third beacon, comprising:
transmitting the status signal to the train when the distance between the train and the third beacon is less than a third preset distance or a transponder located at the third beacon is read;
if the state signal is the high level signal, determining whether the vehicle-mounted ATP receives a feedback signal of the train;
if the vehicle-mounted ATP receives the feedback signal and the train meets a third preset switching condition when being at a fourth beacon, determining that the train meets the second preset switching condition when being at the third beacon;
wherein the fourth beacon is determined from a beacon preceding the third beacon.
4. The on-board ATP control method of claim 3, wherein the third preset switching condition is satisfied when the train is at the fourth beacon, comprising:
when the distance between the train and the fourth beacon is smaller than a fourth preset distance and the running speed of the train meets a preset entrance speed condition, sending the state signal to the train;
if the state signal is the high level signal, determining whether the vehicle-mounted ATP receives a feedback signal of the train;
if the vehicle-mounted ATP receives the feedback signal and the train meets a fourth preset switching condition when the train is at a fifth beacon, determining that the train meets the third preset switching condition when the train is at the fourth beacon;
wherein the fifth beacon is determined from a beacon preceding the fourth beacon.
5. The on-board ATP control method of claim 4, wherein the fourth preset switching condition is satisfied when the train is at the fifth beacon, comprising:
transmitting the status signal to the train when the distance between the train and the fifth beacon is less than a fifth preset distance;
if the state signal is the high level signal, determining whether the vehicle-mounted ATP receives a feedback signal of the train;
and if the vehicle-mounted ATP receives the feedback signal, determining that the train meets the fourth preset switching condition when being positioned at the fifth beacon.
6. The on-vehicle ATP control method according to claim 4, wherein the running speed of the train satisfies a preset entry speed condition, comprising:
and if the running speed of the train is not lower than the first speed and not higher than the second speed, determining that the running speed of the train meets the preset entry speed condition.
7. The in-vehicle ATP control method according to any one of claims 1 to 6, wherein the target driving mode includes at least any one of the following driving modes:
an automatic driving mode of a continuous train control level, a manual driving mode of a continuous train control level, an automatic driving mode of a point train control level, and a manual driving mode of a point train control level.
8. An in-vehicle ATP control system, comprising: the system comprises a driving mode determining module, a state signal transmitting module and an orthogonal power grid switching module;
the driving mode determining module is used for determining that the train sequentially passes through each beacon in the target driving mode;
the state signal sending module is used for sending a state signal to the train if the distance between the train and the first beacon is determined to be smaller than a first preset distance;
the orthogonal power grid switching module is used for switching the train from a direct current power grid to an alternating current power grid if the state signal is a high-level signal and the train meets a first preset switching condition when the train is at a second beacon;
the state signal is determined according to an output signal sent by an ATP (automatic protection system) of the vehicle-mounted train, which is connected with the train through a preset hard wire interface;
the first beacon is determined according to the last beacon in the beacons sequentially passing through;
the second beacon is determined from a beacon preceding the first beacon;
in the event that the on-board ATP fails and is in the following scenario:
if the train is in front of the dead zone or the head of the train is in the dead zone, the tail of the train is in the direct/alternating current power receiving zone or the train is in the dead zone completely due to the emergency braking of the train when the train reaches the second beacon, the train is matched with a driver to switch over the dead zone through the ground;
if the head part of the train is in an alternating current/direct current power receiving area and the tail part of the train is in a non-power receiving area, the train is processed by other rescue modes;
the scene includes: the vehicle-mounted ATP sends position information on a third beacon, and the train executes the condition of breaking the vacuum circuit breaker; the vehicle-mounted ATP does not send out position information at the third beacon, and the train arrives at the second beacon position, and emergency braking occurs after the train has received the position information; the vehicle-mounted ATP does not send out position information at the third beacon, and the train arrives at the second beacon position, and the train generates emergency braking after the train does not receive the position information; when the vehicle-mounted ATP does not send out position information at the third beacon and the train arrives at the second beacon position, the train does not receive the position information and then emergency braking occurs.
9. An electronic device comprising a processor and a memory storing a computer program, characterized in that the processor implements the steps of the in-vehicle ATP control method of any one of claims 1 to 7 when executing the computer program.
10. A processor-readable storage medium, characterized in that the processor-readable storage medium stores a computer program for causing the processor to execute the steps of the in-vehicle ATP control method of any one of claims 1 to 7.
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