CN115303332B - Dynamic de-braiding method for train - Google Patents
Dynamic de-braiding method for train Download PDFInfo
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- CN115303332B CN115303332B CN202210920588.7A CN202210920588A CN115303332B CN 115303332 B CN115303332 B CN 115303332B CN 202210920588 A CN202210920588 A CN 202210920588A CN 115303332 B CN115303332 B CN 115303332B
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- 238000009954 braiding Methods 0.000 title claims abstract description 45
- 238000000034 method Methods 0.000 title claims abstract description 43
- 238000004891 communication Methods 0.000 claims abstract description 29
- 230000015572 biosynthetic process Effects 0.000 claims description 39
- 230000000087 stabilizing effect Effects 0.000 claims 1
- 238000005299 abrasion Methods 0.000 abstract description 8
- 238000005755 formation reaction Methods 0.000 description 38
- 238000005516 engineering process Methods 0.000 description 12
- 238000013461 design Methods 0.000 description 4
- 239000011159 matrix material Substances 0.000 description 3
- 230000006837 decompression Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000012423 maintenance Methods 0.000 description 2
- SAZUGELZHZOXHB-UHFFFAOYSA-N acecarbromal Chemical group CCC(Br)(CC)C(=O)NC(=O)NC(C)=O SAZUGELZHZOXHB-UHFFFAOYSA-N 0.000 description 1
- 238000007408 cone-beam computed tomography Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/10—Operations, e.g. scheduling or time tables
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
- B61L2027/204—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using Communication-based Train Control [CBTC]
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
The invention relates to a dynamic de-braiding method for a train. In the method, when a head car in a virtual marshalling motorcade needs to exit the existing virtual marshalling motorcade, a head car uncoupling mode is adopted, and the head car uncoupling mode comprises the following steps: the first train enters a train control mode based on communication to operate and sends a command of completing the de-formation to the subsequent trains, the subsequent trains receive the command and then are upgraded into a train operation mode based on communication, and the trains except the first train in the original virtual marshalling form a second de-formation. The virtual de-braiding operation is not needed to be carried out at a braiding station, actual physical appliances such as a coupler are not needed to be manually operated, a de-braiding command is issued by a train operation control system based on wireless communication, and the virtual de-braiding operation can be completed at a corresponding dequeue yard. Under the method, the coupler is cancelled, so that the physical abrasion of the car body is effectively avoided, and the system operation replaces manual operation, so that the operation time is saved.
Description
Technical Field
The invention relates to a method for unlocking, belongs to the technical field of rail transit, and particularly relates to a method for dynamically unlocking a train.
Background
In the train operation control process, the train de-compiling has various important influences. On one hand, the rationality of the train de-braiding method can improve the running efficiency of the train line; in addition, the correct layout of the de-braiding system can improve the resource utilization rate of the de-braiding operation site. As with group operations, the de-group operation also requires more novel and efficient methods and systems to be continually sought and designed to meet the higher demands.
The traditional train grouping method is based on a train reconnection technology, and realizes the grouping plan of multiple trains by using tools such as couplers and the like to physically connect trains. The disadvantages during the grouping and unbinding are as follows: 1. the trains are physically connected in a coupler mode, and the mass and inertia of the trains are huge, so that physical abrasion is easy to occur, and the maintenance cost is extremely high. 2. The formation and de-formation process needs to operate the coupler, and needs to be completed in a specific place and under specific conditions, so that more time is consumed, and the operation efficiency is reduced.
The development direction of the current and future marshalling technology is virtual marshalling technology, and the traditional physical marshalling is abandoned, so that the physical connection of couplers and the like relied on in the marshalling process of the train is canceled, and the virtual marshalling technology which relies on the train tracking technology of CBTC and the like is replaced, so that the abrasion caused by physical collision among trains is reduced, and the operation time of the marshalling process is shortened.
Disclosure of Invention
The following presents a simplified summary of one or more aspects in order to provide a basic understanding of such aspects. This summary is not an extensive overview of all contemplated aspects, and is intended to neither identify key or critical elements of all aspects nor delineate the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed description that is presented later.
The invention mainly aims to solve the technical problems of high vehicle body abrasion and maintenance cost, complex train uncoupling process, long time consumption and the like caused by the fact that a coupler and train physical reconnection technology is used for realizing the traditional train grouping in the prior art, and provides a dynamic train uncoupling device and method. The device and the method are based on the virtual marshalling fleet of the CBTC train tracking technology, when a fleet is changed, the steps provided by the device and the method can be used for carrying out the plaiting according to the requirements, the method does not need the physical connection between the train bodies, and in the plaiting process of the fleet, the specific operation is completed through the command of the train operation control system, so that the physical abrasion is avoided, and the efficiency is higher. In the device and the method, the train de-braiding process is not required to be completed at a group station or a hump, is not required to be completed in a parking state, and can be completed in a change yard as required in operation.
In order to solve the problems, the scheme of the invention is as follows:
a dynamic train de-braiding method, which is used for de-braiding a virtual marshalling motorcade based on a wireless communication train tracking mode; the head car and the tail car in the virtual marshalling motorcade are set to run based on a train control mode of communication and share own information and tracked front-rear information with adjacent cars, the trains between the head car and the tail car in the virtual marshalling motorcade are set to be in-train tracking mode, and the in-train tracking mode follows the front car to run based on the tracked safe tail position of the front car;
when the head vehicle in the virtual marshalling motorcade needs to exit the existing virtual marshalling motorcade, a head vehicle unpacking mode is adopted, and the head vehicle unpacking mode is as follows: the first train enters a train control mode based on communication to operate and sends a command of completing the de-formation to the subsequent trains, the subsequent trains receive the command and then are upgraded into a train operation mode based on communication, and the trains except the first train in the original virtual marshalling form a second de-formation.
Preferably, in the above method for dynamically de-braiding a train, in the first train de-braiding mode, if the train sequence is converted after de-braiding, the first formation after de-braiding enters the side line, and the second formation after de-braiding sends position information to the first formation after de-braiding located in the side line after passing through the front line to notify that the first formation after de-braiding enters the front line to operate.
Preferably, in the method for dynamically unlocking a train, when a tail car in a virtual marshalling fleet needs to exit an existing virtual marshalling fleet, a tail car unlocking mode is adopted, and in the tail car unlocking mode, a head car of an original virtual marshalling operates in a train control mode based on communication and sends an unlocking permission instruction to the tail car and a front car of the tail car; the tail car and the front car of the tail car are upgraded to be operated in a train control mode based on communication after receiving the instruction, the tail car is separated from the original virtual marshalling train to be operated in a second formation after being separated, the train components except the tail car in the original virtual marshalling train are separated from the first formation after being separated,
preferably, in the train dynamic unwrapping method, in the tailstock unwrapping mode, if the unwrapping mode is followed by a change of the train sequence, the first formation after unwrapping enters into the side line to stop, and the second formation after unwrapping sends the position information to the first formation after unwrapping located in the side line after passing through the positive line to notify that the first formation after unwrapping enters into the positive line to operate.
Preferably, in the dynamic train unlocking method, when the vehicles in the virtual marshalling vehicle fleet need to be unlocked, an in-fleet unlocking mode is adopted, in the in-fleet unlocking mode, a head vehicle in the virtual marshalling sends an unlocking instruction to a head vehicle and a tail vehicle in a vehicle set to be unlocked, the head vehicle and the head vehicle in the vehicle set to be unlocked are upgraded to a train control mode based on communication, a tail vehicle and a tail vehicle in the vehicle set to be unlocked are upgraded to a train control mode based on communication, a train in the original virtual marshalling, which is positioned in front of the vehicle set to be unlocked, forms a first train after being disassembled, forms a second train after being disassembled, and a train in the original virtual marshalling, which is positioned behind the vehicle set to be disassembled, forms a third train after being disassembled.
Preferably, in the above method for dynamically de-braiding a train, in a in-train de-braiding mode, if the de-braiding queue overtakes, the de-queued second queue tracks the side line change parking point and stops, the de-queued third queue brakes on the positive line, the de-queued first queue forward-traveling is notified, the de-queued third queue tracks the de-queued first queue forward-traveling, and the de-queued third queue tail vehicle notifies the de-queued second queue to enter the forward-traveling after passing through the forward line change parking point.
Therefore, compared with the prior art, the invention has the advantages that: the virtual de-braiding operation is not needed to be carried out at a braiding station, actual physical appliances such as a coupler are not needed to be manually operated, a de-braiding command is issued by a train operation control system based on wireless communication, and the virtual de-braiding operation can be completed at a corresponding dequeue yard. Under the method, the coupler is cancelled, so that the physical abrasion of the car body is effectively avoided, and the system operation replaces manual operation, so that the operation time is saved.
Drawings
The accompanying drawings, which are incorporated herein and form a part of the specification, illustrate embodiments of the present invention and, together with the description, further serve to explain the principles of the invention and to enable a person skilled in the pertinent art to make and use the disclosure.
FIG. 1 illustrates a schematic diagram of a communication matrix in an embodiment of the invention;
FIG. 2 illustrates a virtual consist trace schematic in an embodiment of the invention;
FIG. 3 illustrates a fleet yard design diagram in an embodiment of the present invention;
FIG. 4 illustrates a head-end vehicle de-encoding flow chart in an embodiment of the invention;
FIG. 5 illustrates a tail car de-encoding flow chart in an embodiment of the invention;
FIG. 6 illustrates a flow chart for de-compiling a fleet of vehicles in an embodiment of the present invention.
Embodiments of the present invention will be described with reference to the accompanying drawings.
Detailed Description
Examples
The object to be described herein is a dynamic de-marshalling process in the on-line operation of a virtual marshalling train, which can be regarded as the inverse of the dynamic marshalling process of the train. The main conditions that constrain this process are job time limitations, equipment resource limitations, security level requirements, traffic balance limitations, etc., which the design of the train de-editing job needs to meet.
In the embodiment, the train formation adopts a virtual formation technology based on a CBTC train tracking technology, the physical connection between the train bodies is canceled, and in the process of train formation de-formation, specific operation is commanded to be completed through a train operation control system, so that physical abrasion is avoided, and the efficiency is higher.
In this embodiment, the train de-braiding process is not required to be completed at a braiding station or a hump, is not required to be completed in a parking state, and can be completed in a fleet changing yard as required during operation.
Train tracking technology based on CBTC (CommunicationBased Train Control) wireless communication can realize train grouping and de-grouping of the shortest tracking distance, and a train tracking communication matrix is shown in fig. 1. Wherein the matrix element Aij indicates that the ith train is tracked by the jth train. And sharing the speed position of each train between the front adjacent car and the rear adjacent car based on the adjacent car communication module and the current running state. The head car and the tail car in the group are set to be in CBTC type operation, and own information and tracking front and rear information are shared with the adjacent car. The trains within the consist between the lead and trail cars are set to follow the lead car in an in-team tracking mode based on the tracked safe tail position of the lead car, as shown in fig. 2. For example, a speed-distance curve mode may be used to track the safe tail position of the respective lead vehicle.
On the premise of virtual grouping based on the above, the train can perform virtual de-grouping. The de-braiding process may be considered as the inverse of the grouping. The virtual dynamic de-compiling operation is completed in a dequeue yard, and the track shape design of the dequeue yard is shown in figure 3.
The de-formation of the virtually grouped train formations can be divided into three cases.
First, the first car is unbundled and separated from the formation. If the vehicle sequence is maintained after the uncoding, the head vehicle is not overtaken, the head vehicle is maintained on the front line or enters a specified CBTC running mode, and a finished instruction of the uncoding is sent to the 2 vehicles. And 2, upgrading the train into a CBTC train tracking mode on the positive line after receiving the instruction, and forming the head train of the formation after the formation, wherein the head of the head train tracks the safety position of the front train tail according to the CBTC train tracking principle. If the vehicle sequence is changed after the plaiting, the head vehicle is overtaken, the head vehicle is operated according to the condition of no overtaking at the platoon changing point, and after entering the side line by the CBCT driving principle, the head vehicle is stopped at the platoon changing stopping point. The 2-vehicle keeps the CBTC driving mode to pass through the positive line, and immediately sends position information to the side-line vehicle after passing through the positive line, and the side-line vehicle can track the front vehicle tail. The flow is shown in fig. 4.
Secondly, the tail car is separated from the formation by means of the unlocking. If the train sequence is maintained after the uncoding, the tail train will not overtake, the head train keeps on the front line or enters a specified CBTC running mode, and an uncoding allowing instruction is sent to the tail train and the tail train front train. The tail car and the front car of the tail car are updated to a CBTC train tracking mode in the positive line after receiving the instruction, the front car tail of the tail car is tracked according to the CBTC principle, and the tail car tracks the safety position of the front car tail according to the CBTC principle. If the train sequence is changed after the train is disassembled, the tail train is about to overtake, the train is operated at the changing queue point according to the condition of not overtaking, and the head train after the train is disassembled tracks the side line changing queue parking point to enter the side line to stop stably according to the CBTC parking principle. The unwound vehicle upgrades or keeps the CBTC driving principle to pass through the positive line, and immediately sends position information to the side line head vehicle after passing through the positive line, and the side line head vehicle can track the front CBTC level train safety train tail. The flow is shown in fig. 5.
Thirdly, the vehicles in the team are unpacked from the formation. And the head vehicle immediately establishes communication with the vehicle to be decompressed after receiving the non-head-tail decompression instruction from the train control system, and transmits the decompression information. The head vehicle of the de-formation queue establishes communication with the front vehicle, and sends out a CBTC security level upgrading instruction of the tail vehicle, and after the front vehicle receives the instruction, the front vehicle and the head vehicle of the de-formation queue are upgraded into a CBTC train at the same time, and the two vehicles are tracked according to a CBTC tracking principle. The tail car of the de-formation queue establishes communication with the rear car, and sends out a car head CBTC security level upgrading instruction, and after the rear car receives the instruction, the rear car and the tail car of the de-formation queue are simultaneously upgraded into a CBTC train, and the two cars are tracked according to a CBTC tracking principle. The post-solution formation before the current de-formation queue is one queue, the de-formation queue is two queues, and the post-solution formation after the de-formation queue is three queues. If the unpacking queue is not overtaking, the unpacking operation is completed. If the de-formation queue overtakes, the first queue upgrades or keeps CBTC running on the positive line, the third queue brakes immediately when the first queue changes, the second queue tracks the side line change parking spot and stops stably, and if the first queue passing information is received after the stopping is stable, the passing permission can be sent to the third queue. Three teams track one team and complete the formation. After the three teams of tail cars pass, the two teams, namely the side line de-organization queues, can track the front CBTC train. The flow is shown in fig. 6.
As can be seen from the above description, in this embodiment, on the premise of CBTC-based formation technology, the de-formation process is also completed by a train control system based on wireless communication, and a virtual de-formation manner is adopted to avoid physical loss of the vehicle body; the uncoupling process of the embodiment is completed based on the train control system, the actual operation of the coupler is canceled, and the operation time is saved.
The virtual unpacking device and method based on the train virtual marshalling technology provided by the invention are different from the traditional train unpacking operation performed at a marshalling station and a hump, the virtual unpacking operation is not performed at the marshalling station, the actual physical appliances such as a coupler are not required to be manually operated, the unpacking command is issued by a train operation control system based on wireless communication, and the virtual unpacking operation can be completed at a corresponding change yard. Under the method, the coupler is cancelled, so that the physical abrasion of the car body is effectively avoided, and the system operation replaces manual operation, so that the operation time is saved.
Note that references in the specification to "one embodiment," "an embodiment," "example embodiments," "some embodiments," etc., indicate that the embodiment described may include a particular feature, structure, or characteristic, but every embodiment may not necessarily include the particular feature, structure, or characteristic. Moreover, such phrases are not necessarily referring to the same embodiment. Furthermore, when a particular feature, structure, or characteristic is described in connection with an embodiment, it is submitted that it is within the knowledge of one skilled in the art to effect such feature, structure, or characteristic in connection with other embodiments whether or not explicitly described.
The previous description of the disclosure is provided to enable any person skilled in the art to make or use the disclosure. Various modifications to the disclosure will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other variations without departing from the spirit or scope of the disclosure. Thus, the disclosure is not intended to be limited to the examples and designs described herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (4)
1. The dynamic train de-editing method is characterized by being used for de-editing a virtual marshalling fleet based on a wireless communication train tracking mode; the head car and the tail car in the virtual marshalling motorcade are set to run based on a train control mode of communication and share own information and tracked front-rear information with adjacent cars, the trains between the head car and the tail car in the virtual marshalling motorcade are set to be in-train tracking mode, and the in-train tracking mode follows the front car to run based on the tracked safe tail position of the front car;
when the head vehicle in the virtual marshalling motorcade needs to exit the existing virtual marshalling motorcade, a head vehicle unpacking mode is adopted, and the head vehicle unpacking mode is as follows: the first train enters a train control mode based on communication to operate and sends a command of completing the de-formation to the subsequent train, the subsequent train receives the command and then upgrades the command to a train operation mode based on communication, and trains except the first train in the original virtual marshalling form a second de-formation;
when a tail car in the virtual marshalling motorcade needs to exit the existing virtual marshalling motorcade, a tail car unbinding mode is adopted, and in the tail car unbinding mode, a head car of the original virtual marshalling operates in a train control mode based on communication and transmits an unbinding allowing instruction to the tail car and a front car of the tail car; after receiving the instruction, the tail car and the front car of the tail car are upgraded to be operated in a train control mode based on communication, the tail car is separated from the original virtual marshalling train to form a first formation after being separated, and the train components except the tail car in the original virtual marshalling train are operated in a second formation after being separated;
when vehicles in a virtual marshalling vehicle team need to be unpacked, an in-team unpacking mode is adopted, in the in-team unpacking mode, a head vehicle in the virtual marshalling sends unpacking instructions to a head vehicle and a tail vehicle in a vehicle set to be unpacked, the head vehicle and the front vehicle in the vehicle set to be unpacked are upgraded to a train control mode based on communication, a tail vehicle and a rear vehicle in the vehicle set to be unpacked are upgraded to a train control mode based on communication, a train in the original virtual marshalling, which is positioned in front of the vehicle set to be unpacked, forms a first train after unpacking, forms a second train after unpacking, and a train in the original virtual marshalling, which is positioned behind the vehicle set to be unpacked, forms a third train after unpacking.
2. The method for dynamically de-braiding a train according to claim 1, wherein in the head train de-braiding mode, if the sequence is changed after de-braiding, the first formation enters a side line after de-braiding, and the second formation sends position information to the first formation after de-braiding located at the side line after de-braiding from the front line to inform that the first formation after de-braiding enters the front line to operate.
3. The dynamic train de-braiding method according to claim 1, wherein in the tail train de-braiding mode, if the train sequence is changed after de-braiding, the first formation enters a side line to stop stabilizing, and the second formation sends position information to the first formation after de-braiding located on the side line after passing through the positive line to inform the first formation after de-braiding to enter the positive line to operate.
4. The dynamic train de-formation method according to claim 1, wherein in the in-formation de-formation mode, if the de-formation queue overtakes, the de-formation second formation tracks a side line de-formation stopping point and stops, the de-formation third formation brakes on a positive line, the post-formation first positive line traveling is notified to the de-formation third formation to track the post-formation first positive line traveling, and the post-formation third formation tail vehicle notifies the post-formation second formation to enter the positive line traveling after passing through the positive line de-formation stopping point.
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| CN202210920588.7A CN115303332B (en) | 2022-08-02 | 2022-08-02 | Dynamic de-braiding method for train |
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