CN114524002B - Train position envelope calculation method, device and system for moving block - Google Patents
Train position envelope calculation method, device and system for moving block Download PDFInfo
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- CN114524002B CN114524002B CN202210070920.5A CN202210070920A CN114524002B CN 114524002 B CN114524002 B CN 114524002B CN 202210070920 A CN202210070920 A CN 202210070920A CN 114524002 B CN114524002 B CN 114524002B
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
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Abstract
The invention relates to a train position envelope calculation method, a device and a system for mobile block, wherein the calculation method comprises the following steps: the method comprises the steps of respectively determining a maximum safety front end, a minimum safety front end, a maximum safety rear end and a minimum safety rear end relative to a searching direction and searching length of the transponder by taking the position of the transponder as a starting point according to the distance from the estimated front end of the train to the transponder and the positioning error of the train; thereby determining a maximum safe front end position, a minimum safe front end position, a maximum safe back end position, and a minimum safe back end position. The method is beneficial to positioning the specific position of the train by the ground equipment under the condition that the vehicle-mounted equipment does not carry the electronic map, so that the running permission can be calculated for the train, the method is beneficial to realizing the tight tracking of multiple trains, creating conditions for realizing mobile occlusion and improving the running efficiency.
Description
Technical Field
The invention belongs to the technical field of railway train control, and particularly relates to a train position envelope calculation method, device and system for mobile block.
Background
In a high-speed train control system and an urban rail train control system, accurate and rapid calculation of a train position envelope is an important problem affecting driving safety and efficiency, and is particularly important in a throat area. The accurate positioning of the train can be obtained by calculating the position envelope of the train, and the blocking partition which moves synchronously with the train can be dynamically calculated on the basis of the accurate positioning of the train, so that the tracking interval of the train is shortened, and the process is a basic condition for realizing moving blocking.
In a CTCS-3 level train control system, a vehicle-mounted device ATP carries an electronic map, a transponder number and relative offset are sent to a ground device RBC, and the RBC is used for locating a train in a fuzzy way. In the CBTC and FAO train control system, although a mobile blocking function can be realized, the vehicle-mounted device ATP is required to calculate a train position envelope by using an electronic map carried by the vehicle-mounted device ATP and receiving switch information in a driving license transmitted by the ground device RBC, and then the vehicle-mounted device ATP transmits the train position envelope to the ground device RBC, and the RBC calculates the driving license for tracking the train based on the train position envelope, thereby realizing the mobile blocking function of tracking multiple trains in the same section.
Therefore, the method for calculating the train position envelope in the prior art cannot realize the mobile blocking function under the condition that the vehicle-mounted device ATP does not carry the electronic map.
Disclosure of Invention
Aiming at the problems, the invention provides a train position envelope calculation method for moving block, which adopts the following technical scheme:
a train position envelope calculation method for a moving block, the method comprising: the method comprises the steps of respectively determining a maximum safety front end, a minimum safety front end, a maximum safety rear end and a minimum safety rear end relative to a searching direction and searching length of the transponder by taking the position of the transponder as a starting point according to the distance from the estimated front end of the train to the transponder and the positioning error of the train; thereby determining a maximum safe front end position, a minimum safe front end position, a maximum safe back end position, and a minimum safe back end position.
Further, the train positioning error includes an under-read error and an over-read error.
Further, the searching direction of the maximum safe front end of the train is the running direction of the train, and the searching length of the maximum safe front end of the train is the sum of the distance from the estimated front end of the train to the transponder and the underreading error.
Further, if the over-reading error is greater than the distance from the train estimation front end to the transponder, the searching direction of the train minimum safety front end is the opposite direction of the train running direction, and the searching length of the train minimum safety front end is the over-reading error minus the distance from the train safety estimation front end to the transponder; the searching direction of the train maximum safe rear end is the opposite direction of the train running direction, and the searching length of the train maximum safe rear end is the length of the train minus the distance between the underreading error and the estimated front end of the train and the transponder; the searching direction of the minimum safe rear end of the train is the opposite direction of the running direction of the train, and the searching length of the maximum safe rear end of the train is the length of the train plus the over-reading error and minus the distance from the estimated front end of the train to the transponder.
Further, if the over-reading error is smaller than/equal to the distance from the estimated front end of the train to the transponder, the searching direction of the minimum safe front end of the train is the running direction of the train, and the searching length of the minimum safe front end of the train is the difference between the distance from the estimated front end of the train to the transponder and the over-reading error;
further, the search direction and the search length of the maximum safe rear end and the minimum safe rear end of the train are determined according to the magnitude relation between the train length and the sum of the distance from the estimated front end of the train to the transponder and the underreading error.
Further, if the length of the train is greater than the distance from the estimated front end of the train to the transponder plus the under-reading error, the searching direction of the maximum safe rear end of the train is the opposite direction of the running of the train, and the searching length of the maximum safe rear end of the train is the length of the train minus the distance from the estimated front end of the train to the transponder and the under-reading error; the searching direction of the minimum safe rear end of the train is the opposite direction of the running of the train, and the searching length of the minimum safe rear end of the train is the length of the train plus the over-reading error and then the distance from the estimated front end of the train to the transponder is subtracted; if the length of the train is smaller than/equal to the sum of the distance from the estimated front end of the train to the transponder and the under-reading error, the searching direction of the maximum safe rear end of the train is the running direction of the train, and the searching length of the maximum safe rear end of the train is the sum of the distance from the estimated front end of the train to the transponder and the under-reading error minus the length of the train; the searching direction and searching length of the minimum safe rear end of the train are determined according to the size relation between the train length and the difference between the distance from the estimated front end of the train to the transponder and the over-reading error.
Further, if the length of the train is greater than the difference between the distance from the estimated front end of the train to the transponder and the over-reading error, the searching direction of the minimum safe rear end of the train is the opposite direction of the running direction of the train, and the searching length of the minimum safe rear end of the train is the length of the train plus the over-reading error and then the distance from the estimated front end of the train to the transponder is subtracted; if the length of the train is smaller than/equal to the difference between the distance from the estimated front end of the train to the transponder and the over-reading error, the searching direction of the minimum safe rear end of the train is the running direction of the train, and the searching length of the minimum safe rear end of the train is the distance from the estimated front end of the train to the transponder minus the length of the train and the over-reading positioning error.
Further, with the position of the transponder as a starting point, determining the search direction and the search length of the maximum safe front end, the minimum safe front end, the maximum safe rear end and the minimum safe rear end relative to the transponder according to the distance from the estimated front end of the train to the transponder and the train positioning error respectively includes:
searching the next section by taking the position of the transponder as a starting point, and judging the type of a link object of the next section;
the search length of the transponder to the next segment is determined according to the type of the link object.
Further, if the link object type is a switch, judging whether the switch exists in the historical switch or not; if the switch does not exist in the historical switch, searching the next section according to the switch opening direction acquired by the interlocking equipment; if the switch exists in the historical switch, searching the next section according to the switch opening direction of the historical switch;
judging whether the length from the position of the transponder to the position of the turnout exceeds the target length, if not, continuing searching until the length exceeds the target length, and ending searching; if the target length is exceeded, ending the search;
if the link object type is a bifurcation-free zone/switch zone, checking that the next link object of the last zone of the bifurcation-free zone/switch zone is the bifurcation-free zone/switch zone, and judging whether the length of the bifurcation-free zone/switch zone exceeds the target length; if the target length is not exceeded, continuing searching until the target length is exceeded, and ending searching; if the target length is exceeded, the search is ended.
Further, by taking the position of the transponder as a starting point, before determining the searching direction and searching length of the maximum safety front end, the minimum safety front end, the maximum safety rear end and the minimum safety rear end relative to the transponder respectively according to the distance from the estimated front end of the train to the transponder and the train positioning error, judging whether the ground equipment receives the train position report for the first time,
if the ground equipment receives the train position report for the first time, judging whether the train tail passes through a switch nearest to the current transponder;
if the ground equipment does not receive the train position report for the first time, the ground equipment starts path searching by taking the transponder as a starting point.
Further, if the train tail does not pass through the switch closest to the current transponder, starting path searching by taking the transponder as a starting point; if the train tail passes through the switch closest to the current transponder, the switch opening reported by the interlocking equipment is inaccurate, the trend of the train cannot be determined, and the position envelope of the train is calculated.
In addition, the invention also provides a device for realizing the train position envelope calculation method for moving the block, which comprises ground equipment, interlocking equipment and vehicle-mounted equipment ATP, wherein,
the interlocking equipment is used for sending the turnout opening information to the ground equipment;
the vehicle-mounted equipment ATP is used for transmitting the position information of the transponder and the offset of the distance transponder at the front end of the train estimation to the ground equipment;
the ground equipment is used for receiving turnout opening information sent by the interlocking equipment, transponder position information sent by the ATP of the vehicle-mounted equipment and the offset of the distance transponder at the front end of the train estimation; and calculating the train position envelope according to the switch opening information, the transponder position information and the offset of the train estimation front end from the transponder.
The invention further relates to a train position envelope calculation system for moving an occlusion, the system comprising a determination unit; the determining unit is used for respectively determining the searching direction and searching length of the maximum safety front end, the minimum safety front end, the maximum safety rear end and the minimum safety rear end relative to the transponder by taking the position of the transponder as a starting point according to the distance from the estimated front end of the train to the transponder and the positioning error of the train; thereby determining a maximum safe front end position, a minimum safe front end position, a maximum safe back end position, and a minimum safe back end position.
Further, the system also comprises a judging unit, wherein the judging unit is used for respectively determining the searching direction and searching length of the maximum safety front end, the minimum safety front end, the maximum safety rear end and the minimum safety rear end relative to the transponder according to the distance from the estimated front end of the train to the transponder and the train positioning error by taking the position of the transponder as a starting point; thus, before the maximum safe front end position, the minimum safe front end position, the maximum safe rear end position and the minimum safe rear end position are determined, whether the ground equipment receives the train position report for the first time is judged.
Further, the judging unit is configured to judge whether the ground device receives the train position report for the first time, and includes:
if the ground equipment receives the train position report for the first time, the judging module is used for judging whether the train tail passes through the switch closest to the current transponder.
Further, the determining unit further comprises a searching module, wherein the searching module is used for searching the next section by taking the position of the transponder as a starting point and judging the type of the link object of the next section; and determining the search length of the transponder to the next section according to the type of the link object.
The invention also provides a computer readable storage medium storing a computer program which when executed by a processor implements a method as described above.
In summary, the train position envelope calculation method designed by the invention breaks through the limitation of the prior art, calculates the train position envelope in real time by recording the train travelling path and the turnout state information, realizes the train position envelope calculation technology by the ground equipment, and is beneficial to positioning the specific position of the train by the ground equipment under the condition that the vehicle-mounted equipment does not carry an electronic map, thereby being capable of calculating the driving license for the train, being beneficial to realizing the tight tracking of multiple trains, creating conditions for realizing mobile blocking and improving the operation efficiency.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention may be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
Drawings
In order to more clearly illustrate the embodiments of the present 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 present invention, and other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 shows a schematic view of a train position envelope in an embodiment of the invention;
FIG. 2 illustrates a schematic diagram of a throat area train location in an embodiment of the invention;
FIG. 3 is a schematic diagram of a switch closest to a current transponder for a train tail failed in an embodiment of the present invention;
FIG. 4 is a schematic diagram of a train tail passing closest switch to a current transponder in an embodiment of the invention;
FIG. 5 shows a flowchart of a train position envelope calculation method in an embodiment of the invention;
FIG. 6 shows a flowchart of a train location envelope search method in an embodiment of the invention;
FIG. 7 is a schematic diagram of an apparatus for implementing a train position envelope calculation method for mobile occlusion in an embodiment of the invention;
FIG. 8 shows a schematic diagram of a train position envelope calculation system for moving an occlusion in an embodiment of the invention;
fig. 9 shows a schematic configuration of a computer-readable storage medium in an embodiment of the present invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. 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.
In the embodiment of the invention, the train position envelope refers to a possible range of the train, and is generally represented by four position points, namely, a maximum safe front end position, a minimum safe front end position, a maximum safe rear end position and a minimum safe rear end position shown in fig. 1. The train positioning error comprises an underreading error and an overreading error, wherein the underreading error and the overreading error are fixed values, and the fixed values are sent to ground equipment through vehicle-mounted equipment. The under-reading error refers to under-reading distance measurement error, namely the actual train head position is in front of the estimated front end position, and the position of the train head which is most likely to appear is obtained according to the estimated front end position of the train and the under-reading error, namely the maximum safety front end point. The over-reading error refers to an over-reading distance measurement error, namely, the actual train head position is behind the estimated front end position, and the position of the train head which is the smallest possible occurrence, namely, the smallest safety front end point, is obtained by subtracting the over-reading error from the estimated front end position of the train. The train length is extended backwards according to the maximum safety front end point, and a maximum safety rear end point is obtained; and (5) extending the train length backwards according to the minimum safety front end point to obtain the minimum safety rear end point. The train length is the distance between the maximum safe front end position and the maximum safe rear end position or the distance between the minimum safe front end position and the minimum safe rear end position.
According to the train position envelope calculation method for mobile block, aiming at the situation that the train position envelope calculation cannot be realized by the vehicle-mounted device ATP without carrying an electronic map, the ground device provides a train position envelope function. The technical scheme of the method is mainly aimed at the situation shown in the throat area between two transponders of the train currently running, and as shown in fig. 2, the actual position of the train cannot be determined only according to the position of the transponder and the deviation of the estimated front end distance LRBG (nearest transponder group) of the train at the moment, and the actual position of the train can be searched according to the switch opening direction by knowing all switch positions passed by the train head after the train head passes the last transponder.
The symbols appearing in fig. 2 to 4 and 7 are explained below, in fig. 2 to 4 and 7, BS4 and BS5 represent transponders, train track numbers IG, IIG, 3G, 4G and 5G, X, XN, S1, S2, S3, S5 represent traffic signals, D2, D4, D6 represent shunting traffic signals, 2, 4, 6, 8, 10, 12, 14, 16, 18 represent switches, X3JG, S1LQ, IBG, IIBG, 2-8DG, 4-6DG, 10DG, 12DG, 14DG, 16, 18DG represent track sections, wherein X3JG, S1LQ, IBG, IIBG are non-bifurcated sections; 2-8DG, 4-6DG, 10DG, 12DG, 14DG, 16DG, 18DG are branched segments.
In the embodiment of the invention, as shown in fig. 5, a train position envelope calculation method for mobile blocking is shown, firstly, judging whether a train sending position report is received for the first time, and if the train sending position report is not received for the first time, searching a train position envelope according to a certain length by taking a transponder as a starting point; if the train tail passes the switch closest to the current transponder, the route search is started by taking the transponder as a starting point, all switches in the range of the train body are searched, and the train position envelope can be calculated according to the electronic map of the ground equipment and the switch position of the interlocking report. And finally storing the turnout information and the current transponder information in the train body range for the calculation of the next period, and then using the stored current transponder information for updating the historical transponder. If no turnout exists in the train body range, calculating the train position envelope according to the transponder and the offset. If the train tail passes the switch closest to the current transponder, the train position envelope is not calculated.
Fig. 6 shows a schematic diagram of a process of searching for a train position envelope in an embodiment of the present invention, that is, how to search for all switches within a train body range along a certain length in a certain direction with a transponder as a starting point, and calculate a train position envelope according to the switch positions reported by an electronic map and an interlocking device. Firstly, judging the searching direction and searching length of the maximum safety front end, the minimum safety front end, the maximum safety rear end and the minimum safety rear end relative to the LRBG of the transponder according to the position information of the transponder and the offset, the over-reading error and the under-reading error of the LRBG of the distance transponder at the estimated front end of the train, and then carrying out path searching according to the relative direction and searching length of the four positions.
Specifically, the search direction of the maximum safe front end of the train is the running direction of the train, and the search length of the maximum safe front end of the train is the sum of the distance from the estimated front end of the train to the transponder and the underreading error. If the over-reading error is larger than the distance from the estimated front end of the train to the transponder, the searching direction of the minimum safe front end of the train is the opposite direction of the running direction of the train, and the searching length of the minimum safe front end of the train is the over-reading error minus the distance from the estimated front end of the train to the transponder. The searching direction of the train maximum safe rear end is the opposite direction of the train running direction, and the searching length of the train maximum safe rear end is the train length minus the underreading error and the distance from the train estimated front end to the transponder. The searching direction of the minimum safe rear end of the train is the opposite direction of the running direction of the train, and the searching length is the length of the train plus the over-reading error and minus the distance from the estimated front end of the train to the transponder.
If the over-reading error is smaller than or equal to the distance from the estimated front end of the train to the transponder, the searching direction of the minimum safe front end of the train is the running direction of the train, and the searching length is the distance from the estimated front end of the train to the transponder minus the over-reading error. The searching directions and the lengths of the maximum safe rear end and the minimum safe rear end of the train are determined according to the magnitude relation between A (the length of the train) and B (the distance between the estimated front end of the train and the transponder plus the underreading error); if A is larger than B, calculating the searching direction of the maximum safe rear end of the train as the opposite direction of the running direction of the train, wherein the searching length is the length of the train minus the distance between the underreading positioning error and the estimated front end of the train and the transponder; the searching direction of the minimum safe rear end of the train is the opposite direction of the running direction of the train, and the searching length of the minimum safe rear end of the train is the length of the train plus the over-reading error and minus the distance from the estimated front end of the train to the transponder. If A is smaller than or equal to B, the searching direction of the maximum safe rear end of the train is the running direction of the train, and the searching length is the sum of the underreading error and the distance from the estimated front end of the train to the transponder minus the length of the train; the searching direction and searching length of the minimum safe rear end are judged according to the magnitude relation between A (train length) and C (the difference between the distance from the estimated front end of the train to the transponder and the over-reading error): if A is larger than C, the searching direction of the minimum safe rear end of the train is the opposite direction of the running direction of the train, and the searching length is the length of the train plus the over-reading error and then the distance from the estimated front end of the train to the transponder is subtracted; if A is smaller than or equal to C, calculating the searching direction of the front end of the train at the minimum safety as the running direction of the train, wherein the searching length is the distance from the estimated front end of the train to the transponder minus the length of the train and the over-reading error.
The path search is implemented according to the following procedures: acquiring a next track section according to the current track section, judging the type of a next link object of the current track section, wherein the type of the next link object is divided into a turnout, a bifurcation-free section and a turnout section, if the next link object is the bifurcation-free section, checking the last link object of the next section of the current section as the section, and judging whether the searched length exceeds the target searching length; if the searched length does not exceed the target searching length, continuing to search the next section, when the next section is a turnout, judging whether the turnout exists in the historical turnout information, and if the turnout does not exist in the historical turnout information, acquiring the opening information of the turnout by using interlocking equipment to acquire the next section after the turnout; if the switch exists in the historical switch information, acquiring the next section after the switch according to the historical switch position; then updating historical turnout information and judging whether the searched length exceeds the target searching length; and if the searched length exceeds the target searching length, ending the path searching. In the above process, if the search length is not judged to exceed the target search length, the whole path search process is circulated again until the search length reaches the target search length, so that the whole path search process is finished, the specific position of the estimated front end position of the train is determined, the maximum safe front end position, the minimum safe front end position, the maximum safe rear end position and the minimum safe rear end position are determined in combination with the length of the train positioning error (under-reading error and over-reading error), and thus the train position envelope calculation is completed.
How the train position envelope calculation method shown in fig. 5 to 6 is applied will be described below in connection with a specific scene. Specifically, referring to fig. 3, fig. 3 shows a situation that a train transmission position report is received for the first time, and the train does not pass through the switch nearest to the current transponder. In the scenario shown in fig. 3, the ground equipment calculates the train position envelope as follows: the ground equipment periodically receives LRBG information sent by the ATP of the vehicle-mounted equipment and the offset of the estimated front end distance of the train from the LRBG, respectively judges the directions of the maximum safety front end point, the minimum safety front end point, the maximum safety rear end point and the minimum safety rear end point relative to the LRBG of the transponder by taking the position of the LRBG as a starting point, and assumes that the maximum safety front end and the minimum safety front end of the train are on the right side of the LRBG and the maximum safety rear end and the minimum safety rear end are on the left side of the LRBG after judgment; calculating the position of a train head, searching right by taking the LRBG as a starting point, searching the length as the offset of the distance between the front end of the train estimation and the LRBG, judging whether a turnout 2 exists in a history turnout 2 when the track section IBG is searched, checking that the right link object of a left link object track section X3JG of the IBG is the IBG, judging that the length of the IBG is smaller than the target length at the moment, continuing searching the next section, judging that the turnout 2 exists in the history turnout, and acquiring the starting information (namely, the turnout 2 is positioned in the positioning direction) of the turnout 2 by using interlocking equipment to search the next section, namely, the track section 2-8DG after turnout is positioned after turnout 2, judging that the searching length is equal to the target length, judging that the right link object of the left link object IBG of the section is the turnout 2 is the section, continuing searching the next section, judging that the searching length is smaller than the target length at the moment, judging that the turnout 2 exists in the history turnout 2, and judging that the turnout 2 exists in the history turnout 2 is not positioned after turnout 2. Then, the underreading error length is extended forwards by taking the estimated front end of the train as a starting point, and the section where the maximum safety front end is located is calculated and obtained to add offset; and taking the estimated front end of the train as a starting point, extending backwards to pass through the read error length, calculating to obtain the section where the minimum safety front end is located, adding offset, subtracting the length of the train from the position of the maximum safety front end to obtain the position of the maximum safety rear end, and subtracting the length of the train from the position of the minimum safety front end to obtain the position of the minimum safety rear end.
Referring to fig. 4, fig. 4 shows a scenario in which a train transmission position report is received for the first time, and the tail of the train passes through the closest switch to the current transponder in the embodiment of the present invention. In the scenario shown in fig. 4, after the train tail passes through the switch closest to the current transponder, the historical switch information is empty, the original approach may be unlocked, and the position information of the switch closest to the transponder reported by the interlocking device is unreliable, so that the trend of the train cannot be determined, and the position envelope of the train cannot be determined. The current running position of the train is shown in fig. 4, the body of the whole train is positioned on the track routes of 3G and 5G, at the moment, the opening directions of the turnout 2, the turnout 8 and the turnout 10 cannot be determined, the opening direction of the train is possibly positioned when the train passes through the turnout 2, and the opening direction of the train becomes the reverse position after the train passes through the turnout 2. Therefore, in the scenario shown in fig. 4, since the switch position information cannot be accurately acquired by the interlock, the process of searching for the train position envelope in the scenario shown in fig. 3, in which the train position envelope cannot be calculated only by the transponder number and the length of the train estimation front-end distance transponder, is impossible.
If the ground equipment does not receive the train sending position report for the first time, at least the switch position closest to the transponder exists in the historical switch information, and even if the switch position is changed in an interlocking mode, the ground equipment can acquire information from the historical switch, and the train position envelope can be calculated correctly. When a position report is sent periodically on a train and the train position envelope is calculated in the period, a route search is started by taking a transponder as a starting point, all turnouts passing through the train body range and the train tail are searched, if the historical turnout information is stored in the historical turnout information, the trend of the train is judged by using the historical turnout information, if the historical turnout information is not stored, the trend of the train is judged according to the turnout position reported by the interlocking, the train position envelope can be calculated by adding the transponder information and the offset of the LRBG of the estimated front end distance of the train, and the train position envelope calculation method refers to the calculation method in the scene shown in fig. 3.
A second aspect of the embodiment of the present invention relates to an apparatus for implementing the method for calculating a train position envelope for moving an occlusion, where the apparatus is configured as shown in fig. 7, and relates to a ground device, an on-board device ATP, and an interlock device. The interlocking device is used for sending the turnout opening information to the ground device; the vehicle-mounted device ATP is used for transmitting the position information of the transponder and the offset of the distance transponder of the front end of train estimation to the ground device; the ground equipment is used for receiving turnout opening information sent by the interlocking equipment, transponder position information sent by the vehicle-mounted equipment ATP and the offset of the distance transponder at the estimated front end of the train; and calculating the train position envelope according to the switch opening information, the transponder position information and the offset of the train estimation front end from the transponder.
A third aspect of the embodiment of the present invention relates to a train position envelope calculation system for mobile blocking, the system including a determining unit and a judging unit, the determining unit including a searching module, the determining unit being configured to determine a searching direction and a searching length of a maximum safe front end, a minimum safe front end, a maximum safe rear end, and a minimum safe rear end with respect to a transponder, respectively, based on a distance from a front end of a train to the transponder and a train positioning error, with the transponder position as a starting point; thereby determining a maximum safe front end position, a minimum safe front end position, a maximum safe back end position, and a minimum safe back end position. The searching module is used for searching the next section by taking the position of the transponder as a starting point and judging the type of the link object of the next section; and determining the search length of the transponder to the next section according to the type of the link object. The judging unit is used for respectively determining the searching direction and searching length of the maximum safety front end, the minimum safety front end, the maximum safety rear end and the minimum safety rear end relative to the transponder by taking the position of the transponder as a starting point according to the distance from the estimated front end of the train to the transponder and the positioning error of the train; thus, before the maximum safe front end position, the minimum safe front end position, the maximum safe rear end position and the minimum safe rear end position are determined, whether the ground equipment receives the train position report for the first time is judged.
The judging unit is used for judging whether the ground equipment receives the train position report for the first time, and comprises the following steps:
if the ground equipment receives the train position report for the first time, the judging module is used for judging whether the train tail passes through the switch closest to the current transponder.
Meanwhile, in the embodiment of the invention, a computer readable storage medium is also provided, and the computer storage medium stores a computer program, and the computer program realizes the train position envelope calculation method for moving block when being executed by a processor. The computer program comprises program instructions which, when executed by a processor, implement all or part of the procedures of the method embodiments described above, or may be implemented by means of hardware associated with the computer program instructions, which may be stored in a computer-readable storage medium, the computer program implementing the steps of the method embodiments described above when executed by a processor.
It should be noted that the terms "right", "left link", "right link" and the like are used for illustration purposes only, and the above description is only a preferred embodiment of the present invention, and are not intended to limit the present invention in any way.
In summary, the train position envelope calculation method and system for mobile block provided by the invention can calculate the train position envelope under the condition that the vehicle-mounted equipment does not carry an electronic map. According to the method, the fact that the actual position of the train cannot be determined according to the position of the transponder and the deviation of the estimated front end of the train from the transponder when the train is in the throat area is considered, and the train position envelope is calculated in real time by judging whether the train firstly receives the position report sent by the ground equipment and whether the train tail passes through the nearest turnout from the current transponder or not and recording the train travelling path and turnout state information.
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 (11)
1. A train position envelope calculation method for moving block is characterized in that,
judging the searching direction and the searching length relative to the transponder by taking the position of the transponder as a starting point;
judgment conditions include A, non-A, B, non-B, C and non-C; a is that the over-reading error is larger than the distance, B is that the vehicle length is larger than the distance plus the under-reading error, and C is that the vehicle length is larger than the distance minus the over-reading error; the distance is the distance from the estimated front end of the train to the transponder;
determining the searching direction and searching length of the maximum safety front end of the train: adding underreading errors to the running direction and the distance of the train;
determining the searching direction and searching length of the minimum safety front end of the train: if the A is met, the distance is reduced by the train running reverse direction and the over-reading error respectively; if the running direction and the distance of the train meet the requirement of the non-A, subtracting the reading error from the running direction and the distance of the train respectively;
determining the searching direction and searching length of the maximum safety rear end of the train: if the running direction and the distance of the train are not B and not A, respectively adding an underreading error to the running direction and the distance of the train to reduce the length of the train; if the A is met or the A and B are not met, respectively reducing the distance and the underreading error for the train running opposite direction and the train length;
determining the searching direction and searching length of the minimum safety rear end of the train: if the condition A is met, or the condition not A and B is met, or the condition not A, the condition not B and C is met, the distance is reduced by adding the read error to the train running opposite direction and the train length respectively; if the conditions of non-A, non-B and non-C are met, respectively reducing the train length and the read error for the train running direction and the distance;
thereby determining a maximum safe front end position, a minimum safe front end position, a maximum safe back end position, and a minimum safe back end position.
2. The method of claim 1, wherein determining the maximum safe front end, the minimum safe front end, the maximum safe back end, and the minimum safe back end relative to the search direction and the search length of the transponder based on the distance from the estimated front end of the train to the transponder and the train positioning error, respectively, starting from the transponder position comprises:
searching the next section by taking the position of the transponder as a starting point, and judging the type of a link object of the next section;
the search length of the transponder to the next segment is determined according to the type of the link object.
3. The method of claim 2, wherein if the link object type is a switch, determining if the switch is present in a historical switch;
if the switch does not exist in the historical switch, searching the next section according to the switch opening direction acquired by the interlocking equipment;
if the switch exists in the historical switch, searching the next section according to the switch opening direction of the historical switch;
judging whether the length from the position of the transponder to the position of the turnout exceeds the target length, if not, continuing searching until the length exceeds the target length, and ending searching; if the target length is exceeded, ending the search;
if the link object type is a bifurcation-free zone/switch zone, checking that the next link object of the last zone of the bifurcation-free zone/switch zone is the bifurcation-free zone/switch zone, and judging whether the length of the bifurcation-free zone/switch zone exceeds the target length; if the target length is not exceeded, continuing searching until the target length is exceeded, and ending searching; if the target length is exceeded, the search is ended.
4. The method of claim 1, wherein the determining of whether the ground device has received the train position report for the first time is based on the distance from the estimated front end of the train to the transponder and the train positioning error, starting from the transponder position, and before determining the search direction and the search length of the maximum safe front end, the minimum safe front end, the maximum safe rear end, and the minimum safe rear end, respectively, with respect to the transponder,
if the ground equipment receives the train position report for the first time, judging whether the train tail passes through a switch nearest to the current transponder;
if the ground equipment does not receive the train position report for the first time, the ground equipment starts path searching by taking the transponder as a starting point.
5. The method of claim 4, wherein if the train tail does not pass the switch closest to the current transponder, starting the path search with the transponder as a starting point;
if the train tail passes through the switch closest to the current transponder, the switch opening reported by the interlocking equipment is inaccurate, the trend of the train cannot be determined, and the position envelope of the train is calculated.
6. An apparatus for implementing the train position envelope calculation method for a mobile block according to any one of claims 1 to 5, characterized in that the apparatus comprises a ground device, an interlock device and an on-board device ATP, wherein,
the interlocking equipment is used for sending the turnout opening information to the ground equipment;
the vehicle-mounted equipment ATP is used for transmitting the position information of the transponder and the offset of the distance transponder at the front end of the train estimation to the ground equipment;
the ground equipment is used for receiving turnout opening information sent by the interlocking equipment, transponder position information sent by the ATP of the vehicle-mounted equipment and the offset of the distance transponder at the front end of the train estimation; and calculating the train position envelope according to the switch opening information, the transponder position information and the offset of the train estimation front end from the transponder.
7. A train position envelope calculation system for moving an occlusion, the system comprising a determination unit; the determining unit is used for judging the searching direction and the searching length relative to the transponder by taking the position of the transponder as a starting point; judgment conditions include A, non-A, B, non-B, C and non-C; a is that the over-reading error is larger than the distance, B is that the vehicle length is larger than the distance plus the under-reading error, and C is that the vehicle length is larger than the distance minus the over-reading error; the distance is the distance from the estimated front end of the train to the transponder; determining the searching direction and searching length of the maximum safety front end of the train: adding underreading errors to the running direction and the distance of the train; determining the searching direction and searching length of the minimum safety front end of the train: if the A is met, the distance is reduced by the train running reverse direction and the over-reading error respectively; if the running direction and the distance of the train meet the requirement of the non-A, subtracting the reading error from the running direction and the distance of the train respectively; determining the searching direction and searching length of the maximum safety rear end of the train: if the running direction and the distance of the train are not B and not A, respectively adding an underreading error to the running direction and the distance of the train to reduce the length of the train; if the A is met or the A and B are not met, respectively reducing the distance and the underreading error for the train running opposite direction and the train length; determining the searching direction and searching length of the minimum safety rear end of the train: if the condition A is met, or the condition not A and B is met, or the condition not A, the condition not B and C is met, the distance is reduced by adding the read error to the train running opposite direction and the train length respectively; if the conditions of non-A, non-B and non-C are met, respectively reducing the train length and the read error for the train running direction and the distance; thereby determining a maximum safe front end position, a minimum safe front end position, a maximum safe back end position, and a minimum safe back end position.
8. The system according to claim 7, further comprising a judging unit for determining a search direction and a search length of the maximum safe front end, the minimum safe front end, the maximum safe rear end, and the minimum safe rear end with respect to the transponder, respectively, based on a distance from the estimated front end of the train to the transponder and a positioning error of the train, starting from the transponder position; thus, before the maximum safe front end position, the minimum safe front end position, the maximum safe rear end position and the minimum safe rear end position are determined, whether the ground equipment receives the train position report for the first time is judged.
9. The system of claim 8, wherein the determining unit for determining whether the train location report is first received by the ground equipment comprises:
if the ground equipment receives the train position report for the first time, the judging module is used for judging whether the train tail passes through the switch closest to the current transponder.
10. The system according to any one of claims 7 to 9, wherein the determining unit further comprises a searching module for searching for a next section starting from the transponder location, and determining a link object type of the next section; and determining the search length of the transponder to the next section according to the type of the link object.
11. A computer-readable storage medium, characterized in that the computer storage medium stores a computer program which, when executed by a processor, implements the method according to any one of claims 1 to 5.
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| CN114872763B (en) * | 2022-06-16 | 2024-03-26 | 卡斯柯信号有限公司 | Method for determining position of train relative to transponder based on satellite positioning |
| CN114919628A (en) * | 2022-06-22 | 2022-08-19 | 湖南中车时代通信信号有限公司 | Train awakening initial positioning method of full-automatic operation system |
| CN115339486B (en) * | 2022-08-18 | 2024-03-19 | 青岛海信微联信号有限公司 | Method, device and system for determining train envelope |
| CN115184713B (en) * | 2022-09-13 | 2022-12-09 | 卡斯柯信号(北京)有限公司 | Method and apparatus for testing RBCs |
| CN115923876B (en) * | 2023-02-21 | 2023-06-30 | 北京全路通信信号研究设计院集团有限公司 | Train protection method, train protection system and wireless block center system |
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