CN117104313A - Backup mode using method suitable for novel train control system - Google Patents
Backup mode using method suitable for novel train control system Download PDFInfo
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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
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
- B61L23/14—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/021—Measuring and recording of train speed
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Abstract
The application discloses a backup mode using method suitable for a novel train control system, which comprises the following steps: step 101, TSRS equipment sends temporary speed limiting information among stations to vehicle-mounted equipment, and the vehicle-mounted equipment receives and stores the temporary speed limiting information among the stations; step 102, operating the vehicle-mounted equipment to enter a standby mode on the premise of meeting the condition of entering the standby mode; step 103, after entering the backup mode, the vehicle-mounted equipment deletes the information from the RBC and continues to use the information from the transponder; step 104, based on the information in step 103, the vehicle-mounted equipment calculates the allowable speed of the train; the method can be switched into a backup mode curve monitoring state after the communication fault occurs, a driver does not need to be alerted to advance at a low speed, the operation difficulty of the driver is greatly reduced, the driving fatigue is lightened, the influence of temporary speed limit input by the driver on the operation efficiency is reduced, and therefore the usability of the novel train control system is improved.
Description
Technical Field
The application relates to a novel train control system, in particular to a backup mode using method applicable to the novel train control system.
Background
The novel train control system is mainly applied to western railways with wide geographic features in western regions, good satellite signal receiving conditions and incapability of meeting transportation requirements in the current signal system.
The novel train control system completes train ground line data transmission based on IP wireless communication, train tail wind pressure and speed measurement positioning interaction, the vehicle-mounted equipment calculates a continuous target speed curve according to line data, temporary speed limit and other information for safety protection, and train integrity is calculated according to train tail information; and the RBC equipment performs train occupation check and driving license calculation according to the train position report and the occupation condition of the trackside detection equipment.
The novel train control system continues the development of a train control system of the CTCS (China Train Control System ), keeps a train operation main control mode to be a complete monitoring mode, and in the case of faults such as train-ground wireless communication interruption, a backup monitoring mode is newly added in order to improve the transportation efficiency, ensure the rapid arrival of a fault train.
At present, when a train has an effective electronic map, a driver can manually enter a backup monitoring mode after reporting to a dispatcher, and input a temporary speed limit existing in front according to the instruction of the dispatcher; the vehicle-mounted equipment moves forward according to the fixed speed limiting mode and carries out vigilance operation until passing through a transponder (virtual transponder), and generates a target distance braking curve according to line data and authorized distance information described in the transponder and the temporary speed limiting input by a driver to monitor the operation of the train to a front station inlet.
If the place with communication fault is far away from the first group of front transponders, the driver needs to be continuously alerted to advance at a low speed, and the control of the driver on the vehicle is affected; especially, the novel train control system is applied to the condition of western railway ramps and is complex, under the running condition that the internal combustion locomotive pulls larger marshalling, the driving fatigue degree of a driver is very high, and if the vehicle-mounted equipment also needs the driver to be vigilant according to lower speed limit under the condition of communication interruption, the availability of a backup mode of the novel train control system is greatly reduced.
Disclosure of Invention
The application aims to solve the problem that the availability of a backup mode of a novel train control system is reduced because a driver is required to be vigilant according to lower speed limit under the condition of communication interruption of the prior novel train control system.
In order to achieve the above objective, the present application provides a backup mode using method suitable for a novel train control system, comprising the following steps:
step 101, TSRS equipment sends temporary speed limiting information among stations to vehicle-mounted equipment, and the vehicle-mounted equipment receives and stores the temporary speed limiting information among the stations;
step 102, operating the vehicle-mounted equipment to enter a standby mode on the premise of meeting the condition of entering the standby mode;
step 103, after entering the backup mode, the vehicle-mounted equipment deletes the information from the RBC and continues to use the information from the transponder;
step 104, based on the information in step 103, the in-vehicle apparatus calculates an allowable speed of the train.
In step 101, the vehicle-mounted device sends a location report to the TSRS device, where the location report includes an LRBG number, and when the LRBG number in the location report is a transponder that needs to send inter-station line data, the TSRS sends the inter-station temporary speed limit information to the vehicle-mounted device with a transponder group corresponding to the LRBG number as a reference point.
The transponder which needs to send line data between stations is as follows: a reverse ingress transponder and a first set of interval transponders; when the train runs across the dispatch boundary, a transponder which needs to send line data between stations is also arranged in front of the call transponder.
The novel train control system vehicle-mounted equipment comprises a plurality of modes including a backup mode, and the vehicle-mounted equipment receives and stores the inter-station temporary speed limiting information sent by the TSRS no matter in any mode.
In step 102, the condition for entering the backup mode is: the electronic map of the vehicle-mounted device is effective.
In step 102, when the train is stopped, the driver is authorized to enter the backup mode after getting the dispatcher's authorization to enter the backup mode, and the vehicle-mounted device is operated to enter the backup mode.
In step 103, the information from RBC deleted by the vehicle-mounted device includes: linking information; driving permission; gradient information; SSP; a grade conversion command; temporarily limiting the speed; a pattern curve; RBC handover command; unconditional emergency stop; conditional emergency stop; a front track idle request; a special section; switch signal state; visual authorization and list of visual zone transponders.
In step 103, the information from the transponder that the vehicle-mounted device continues to use includes: block authorization information; linking information; gradient information; SSP; a special section.
Wherein the transponder in the information from the transponder that the vehicle-mounted device continues to use comprises a virtual transponder.
In step 103, the vehicle-mounted device further continues to use information stored in the vehicle-mounted device, including: a country value; MA request parameters; position reporting parameters; plain text information; a geographic location; position information; train data; a driver number; grade information; RBC ID & IP/TSRS ID & IP; number of train number; last eight LRBGs; temporary speed limit information between stations from TSRS.
In step 104, when the temporary speed limit information display interval between stations from the TSRS has no temporary speed limit, the vehicle-mounted device directly generates a target speed control curve to perform train operation protection; when temporary speed limit exists in the inter-station temporary speed limit information display section from the TSRS, the input of the temporary speed limit is not needed, and the vehicle-mounted equipment accurately calculates a dynamic allowable speed curve according to the temporary speed limit section.
In step 104, when approaching the stop, the vehicle-mounted device monitors according to the fixed limiting speed until the train stops when approaching the stop.
The application provides a method for optimizing and upgrading a backup monitoring mode of a novel train control system, which can be switched into a backup monitoring mode curve monitoring state after communication faults occur, and has the following advantages and beneficial effects compared with the prior art:
after entering the standby monitoring mode, the driver does not need to do fixed speed-limiting vigilance forward; the locomotive control difficulty of the freight train in the low-speed forward running of the section ramp is reduced, the driving fatigue is reduced, and the influence of the temporary speed limit input by a driver on the running efficiency is reduced; the influence of the signal system on transportation under the condition of vehicle-ground communication interruption is reduced; the availability of the novel train control system for fault scenes is improved.
Drawings
FIG. 1 is a flow chart of a method for using a backup mode for a new train control system according to the present application;
FIG. 2 is a schematic diagram of a temporary speed limit jurisdiction of a TSRS;
FIG. 3 is a graph of allowable speed of a vehicle device in a backup mode without an interval temporary speed limit using a prior art method;
FIG. 4 is a graph of allowable speed of a vehicle device in a backup mode without interval temporary speed limit, obtained using the method of the present application;
FIG. 5 is a graph of allowable speed of a vehicle device in a backup mode using a prior art method when there is a temporary speed limit in an interval;
fig. 6 is a graph of allowable speed of the vehicle-mounted device in the backup mode obtained by using the method of the present application when the existing section temporarily limits speed.
Detailed Description
The technical scheme, constructional features, achieved objects and effects of the embodiments of the present application will be described in detail below with reference to fig. 1 to 6 in the embodiments of the present application.
It should be noted that, the drawings are in very simplified form and all use non-precise proportions, which are only used for the purpose of conveniently and clearly assisting in describing the embodiments of the present application, and are not intended to limit the implementation conditions of the present application, so that the present application has no technical significance, and any modification of structure, change of proportion or adjustment of size, without affecting the efficacy and achievement of the present application, should still fall within the scope covered by the technical content disclosed by the present application.
It is noted that in the present application, relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus.
The novel train control system vehicle-mounted equipment has 10 working modes, including a complete mode, a backup mode and the like, wherein the backup mode is a newly added working mode of the novel train control system relative to the traditional train control system; when the novel train control system vehicle-mounted equipment works in a complete mode, driving permission and line data adopt data provided by RBC (radio block center); the backup mode is used as an operation mode when the communication between the train and the ground is interrupted, and in the backup mode, the vehicle-mounted equipment calculates a dynamic speed curve according to the driving permission and the line data provided by the transponder to monitor the train operation.
At present, in the use of a novel train control system, when both the positioning and the electronic map are effective, a driver reports to a dispatcher, and after the dispatcher is authorized to switch to a standby mode, a special button is pressed in a parking state to switch the vehicle-mounted equipment to the standby mode; in the backup mode, when the vehicle-mounted equipment lacks line data or temporary speed limiting or blocking authorization information, the vehicle-mounted equipment monitors train operation according to a fixed limiting speed (such as 20 km/h), and a driver drives the train to operate and carries out corresponding processing according to ground conditions.
Meanwhile, there is also a requirement for the backup mode: after the vehicle-mounted device enters the backup mode, the driving license and the line data received from the transponder before the vehicle-mounted device is deleted, and the vehicle-mounted device specifically comprises: a) Linking information; b) Driving permission; c) Gradient information; d) SSP (static velocity profile); e) A grade conversion command; f) Temporarily limiting the speed; g) A pattern curve; h) RBC handover command; i) Unconditional emergency stop; j) Conditional emergency stop; k) A front track idle request; l) special section (over-phase); m) visual speed, distance and transponder list and n) shunting transponder list; therefore, when the vehicle-mounted device is switched into the standby mode, the vehicle-mounted device is switched into the fixed speed limit state, the vehicle-mounted device monitors the train operation according to the fixed speed limit (namely 20 km/h) until new transponder data are received, and the new transponder data need to contain complete driving permission and line data, so that after the vehicle-to-ground communication is interrupted, the driving efficiency is reduced.
In addition, the temporary speed limit information of the novel train control system in the backup mode needs to be input or confirmed by a driver through a DMI (train control vehicle-mounted equipment human-computer interface), the temporary speed limit information only comprises speed information and does not comprise temporary speed limit range information, the temporary speed limit information is different from the fixed limiting speed, the fixed limiting speed is an inherent speed in the backup mode, the speed limit information is a speed determined by the driver according to actual line information, and the speed of the temporary speed limit information cannot be larger than the fixed limiting speed; after the driver enters a fixed speed limit value as temporary speed limit information, the driver calculates a dynamic speed curve by combining line speed limit and driving permission; when a temporary speed limit with a short speed exists in the front section of the backup mode, the driver can only input the temporary speed limit information according to a low speed value, and the vehicle-mounted device can calculate a dynamic speed curve from the current position to the authorization terminal according to the low speed value.
In order to solve the above-mentioned problems, and effectively improve the availability of temporary speed limit in the backup mode, this embodiment discloses a backup mode using method applicable to a novel train control system, as shown in fig. 1, including the following steps:
and step 101, TSRS (temporary speed limiting server) equipment sends inter-station temporary speed limiting information to vehicle-mounted equipment, and the vehicle-mounted equipment receives and stores the inter-station temporary speed limiting information.
In step 101, the vehicle-mounted device periodically sends a location report to the TSRS device (the vehicle-mounted device starts to send after connection is established with the TSRS, and typically takes 6 seconds as a period), where the location report includes an LRBG (last relevant transponder group) number, and when the LRBG number in the location report is a transponder that needs to send line data between stations, the TSRS sends temporary speed limiting information between stations to the vehicle-mounted device with the transponder group corresponding to the LRBG number as a reference point.
The transponder which needs to send line data between stations is as follows: a reverse ingress transponder and a first set of interval transponders; when a train runs across a dispatching interface, a transponder which needs to send line data between stations is also arranged in front of a call transponder, the call transponder is a group of specific transponders, the transponder group can describe the ID number of a front TSRS and corresponding IP information, after receiving the transponder, vehicle-mounted equipment can initiate a session establishment request to the corresponding TSRS and establish a session with the front TSRS, so that information such as temporary speed limit and the like in the front section is obtained; taking fig. 2 as an example, where transponder 9 is a reverse inlet transponder of a C station and transponder 11 is a first group of interval transponders from the C station to the D station, fig. 2 only depicts the data transmission range of stations in the jurisdiction of one TSRS, without crossing the dispatch boundary, and thus no call transponder is shown in fig. 2.
It should be noted that, in any mode, the vehicle-mounted device receives and stores the inter-station temporary speed limit information sent by the TSRS.
And 102, operating the vehicle-mounted equipment to enter the standby mode on the premise of meeting the condition of entering the standby mode.
In step 102, the condition for entering the backup mode is: the electronic map of the vehicle-mounted device is effective. Compared with the prior art that the vehicle-mounted equipment is allowed to enter the standby mode only after the train positioning and the electronic map are required to be effective, the method is less limited.
The following operations are needed to enter the standby mode: when the train is stopped, the driver is authorized to enter the backup mode after getting the dispatcher's authorization to enter the backup mode, and the vehicle-mounted equipment is operated to enter the backup mode.
Step 103, after entering the backup mode, the vehicle-mounted device deletes the information from the RBC and continues to use the information from the transponder.
After the vehicle-mounted equipment enters the backup mode, the information from RBC deleted by the vehicle-mounted equipment comprises the following steps: a) Linking information; b) Driving permission; c) Gradient information; d) SSP; e) A grade conversion command; f) Temporarily limiting the speed; g) A pattern curve; h) RBC handover command; i) Unconditional emergency stop; j) Conditional emergency stop; k) A front track idle request; l) special section; m) switch signal status; n) visual authorization and visual zone transponder list.
After the vehicle-mounted equipment enters the standby mode, the information from the transponder which is continuously used by the vehicle-mounted equipment comprises the following information: a) Block authorization information; b) Linking information; c) Gradient information; d) SSP; e) A special section. Wherein the transponder comprises a virtual transponder. The information from the transponder which is continuously used by the vehicle-mounted device is sent to the vehicle-mounted device through the transponder group which the vehicle-mounted device passes before entering the standby mode.
And after the vehicle-mounted equipment enters the standby mode, the vehicle-mounted equipment can continuously use the information stored by the vehicle-mounted equipment: a) A country value; b) MA request parameters; c) Position reporting parameters; d) Plain text information; e) Geographic location (kilometer post); f) Position information; g) Train data; h) A driver number; i) Grade information; j) RBC ID & IP/TSRS ID & IP (RBC ID represents the identity of the RBC device, IP represents the communication IP address of the RBC device); the TSRS ID represents the identity of TSRS equipment, and the IP is the communication IP address of the TSRS); k) Number of train number; l) last eight LRBG; m) inter-station temporary speed limit information from TSRS.
Step 104, based on the information in step 103, the vehicle-mounted device calculates the allowable speed of the train, including the following cases:
case one: when the temporary speed limit information display interval among stations from the TSRS does not have temporary speed limit, the vehicle-mounted equipment directly generates a target speed control curve to carry out train running protection, the vehicle-mounted equipment does not need to be vigilantly advanced according to the fixed speed limit, and only needs to monitor according to the fixed speed limit when approaching to the station, until a driver drives the train to enter the station to stop;
and a second case: when temporary speed limit exists in the inter-station temporary speed limit information display section from the TSRS, the input of temporary speed limit is not needed, the vehicle-mounted equipment accurately calculates a dynamic allowable speed curve according to the section of the temporary speed limit, and when the vehicle-mounted equipment approaches to an inbound station, the vehicle-mounted equipment monitors according to the fixed speed limit until a driver drives a train to enter the station to stop.
Fig. 3 and 4 show the vehicle-mounted device allowable speed curve comparison after using the existing method and the method of the application when the interval has no temporary speed limit.
The vehicle-mounted device allowable speed profile of the prior art method shown in fig. 3 includes the following processes in order:
when the position is A1, vehicle-ground communication is interrupted in the interval running process, the vehicle-mounted equipment outputs a common brake to stop between the positions A1 and A2, and when the vehicle-mounted equipment reaches the position A2, the train speed is 0;
when the vehicle-mounted equipment positioning and electronic map effective conditions are met in the position A2, the driver operates the vehicle-mounted equipment to enter a backup mode, and the DMI confirms or inputs temporary speed limit in a front section, and the vehicle-mounted equipment deletes the information received from the transponder at the moment, so that line data or temporary speed limit or blocking authorization information is absent, and the vehicle-mounted equipment monitors at a fixed limiting speed;
when the vehicle passes over the transponder in the position A3, the vehicle-mounted equipment receives blocking authorization, a driver confirms or inputs temporary speed limit of a front section in the DMI, and at the moment, a default front station entering annunciator is closed to monitor train operation;
when the vehicle-mounted device is at the position A4, the driver confirms or inputs the temporary speed limit of the front section in the DMI by using the line data information in the virtual transponder, and the vehicle-mounted device calculates the train speed and monitors the train speed;
when the vehicle-mounted device approaches to the inbound station in the position A5, a driver confirms that the inbound station annunciator is opened, the subsequent train is reduced to a fixed limiting speed, and the vehicle-mounted device monitors the train according to the fixed limiting speed until the train is stopped when the train is inbound; or,
when the vehicle approaches to the station at the position A5', the driver does not confirm that the station entering annunciator is open, and the subsequent vehicle-mounted equipment monitors the parking before the station entering annunciator.
With the method of the present application, as shown in fig. 4, the vehicle-mounted apparatus permission speed profile sequentially includes the following procedures:
when the vehicle passes over the outbound transponder at the position B1, the vehicle-mounted equipment receives temporary speed limiting information between stations from the TSRS;
in the position B2, in the interval running process, the train-ground communication is interrupted, the vehicle-mounted equipment outputs a common brake to stop between the positions B2 and B3, and when the vehicle-mounted equipment reaches the position B3, the train speed is 0 to stop;
when the electronic map of the vehicle-mounted equipment is effective in the position B3, the driver operates the vehicle-mounted equipment to enter a standby mode, and the vehicle-mounted equipment directly generates a target speed control curve to carry out train operation protection;
when the vehicle approaches to the inbound station in the position B4, a driver confirms that the inbound station annunciator is opened, and subsequently, the train is reduced to a fixed limiting speed, and the vehicle-mounted equipment monitors the train according to the fixed limiting speed until the train is stopped when the train is inbound; or,
at position B4', approaching the inbound traffic signal, the driver does not confirm that the inbound traffic signal is open, and subsequently, the vehicle-mounted device monitors for a stop in front of the inbound traffic signal.
Comparing the two graphs, when the communication of the ground is interrupted, optimizing according to the scheme, and enabling a driver to vigilantly advance according to a lower fixed limiting speed until the driver runs to a front transponder; the method can directly generate a target speed control curve to carry out train operation protection, greatly improves the availability of a backup mode, and simultaneously provides a favorable support for the reduction of the arrangement density of interval transponders.
Fig. 5 and 6 show that the vehicle-mounted equipment after the prior method and the method of the application allow speed curve graphs to be compared when temporary speed limit exists in the interval.
Fig. 5 shows that when the temporary speed limit exists, the vehicle-mounted equipment allowable speed curve chart using the existing method sequentially comprises the following processes:
in the position C1, in the interval running process, the communication between the train and the ground is interrupted, the vehicle-mounted equipment outputs a common brake to stop between the positions C1 and C2, and when the vehicle-mounted equipment reaches the position C2, the train speed is reduced to 0 to stop;
when the condition that the vehicle-mounted equipment is positioned and the electronic map is effective is met in the position C2, the driver operates the vehicle-mounted equipment to enter a backup mode, and the DMI confirms or inputs the temporary speed limit of the front section, and the vehicle-mounted equipment deletes the information received from the transponder at the moment, so that line data or temporary speed limit or blocking authorization information is absent, and therefore the vehicle-mounted equipment is monitored at a fixed limiting speed;
when the vehicle passes over the transponder at the position C3, the vehicle-mounted equipment receives blocking authorization, a driver confirms or inputs temporary speed limit of a front section in the DMI, a follow-up default front station entering signal machine is closed, and train operation is monitored;
in the position C4, the vehicle-mounted equipment calculates a dynamic speed curve according to the temporary speed limit input by a driver because the temporary speed limit exists in the section;
when the vehicle approaches to the inbound station in the position C5, a driver confirms that the inbound station annunciator is opened, the train is reduced to a fixed limiting speed, and the follow-up vehicle-mounted equipment monitors according to the fixed limiting speed until the train is stopped when the train is inbound; or,
at position C5', approaching the inbound traffic signal, the driver does not confirm that the inbound traffic signal is open, and the subsequent vehicle-mounted device monitors for a stop in front of the inbound traffic signal.
Fig. 6 shows that when temporary speed limit exists, the vehicle-mounted equipment allowable speed curve chart when the method of the application is used comprises the following processes in sequence:
when the vehicle passes over the outbound transponder at the position D1, the vehicle-mounted equipment receives temporary speed limiting information between stations from the TSRS;
in the position D2, in the interval running process, the communication between the train and the ground is interrupted, the vehicle-mounted equipment outputs a service brake to stop between the positions D2 and D3, and when the vehicle-mounted equipment reaches the position D3, the train speed is reduced to 0 to stop;
when the electronic map of the vehicle-mounted equipment is valid at the position D3, a driver operates the vehicle-mounted equipment to enter a standby mode;
in the position D4, the temporary speed limit exists in the section, and the train speed is the speed required by the temporary speed limit section;
when the train enters a standby mode, the vehicle-mounted equipment performs dynamic curve calculation according to the actual temporary speed-limiting section, so that the speed of the train is gradually reduced before reaching the temporary speed-limiting section, namely, the position D4, when reaching the temporary speed-limiting section, the speed is just (or in advance) reduced to the speed required by the temporary speed-limiting section, and the speed is increased again after exiting the temporary speed-limiting section;
when the vehicle approaches to the inbound station in the position D5, a driver confirms that the inbound station annunciator is opened, the train is reduced to a fixed limiting speed, and the follow-up vehicle-mounted equipment monitors according to the fixed limiting speed until the train is stopped when the train is inbound; or,
at position D5', approaching the inbound traffic signal, the driver does not confirm that the inbound traffic signal is open, and the subsequent vehicle-mounted equipment monitors parking in front of the inbound traffic signal.
Compared with the two graphs, when the lower temporary speed limit exists in the section, under the condition of using the backup mode, after the optimization according to the scheme, a driver does not need to input the temporary speed limit, and the vehicle-mounted equipment can accurately calculate the dynamic curve according to the section of the temporary speed limit, and can not calculate the curve according to the unified speed limit value input by the driver, so that the passing capacity of the section is effectively improved, and the running efficiency of the backup mode is improved.
While the present application has been described in detail through the foregoing description of the preferred embodiment, it should be understood that the foregoing description is not to be considered as limiting the application. Many modifications and substitutions of the present application will become apparent to those of ordinary skill in the art upon reading the foregoing. Accordingly, the scope of the application should be limited only by the attached claims.
Claims (12)
1. The backup mode using method suitable for the novel train control system is characterized by comprising the following steps of:
step 101, TSRS equipment sends temporary speed limiting information among stations to vehicle-mounted equipment, and the vehicle-mounted equipment receives and stores the temporary speed limiting information among the stations;
step 102, operating the vehicle-mounted equipment to enter a standby mode on the premise of meeting the condition of entering the standby mode;
step 103, after entering the backup mode, the vehicle-mounted equipment deletes the information from the RBC and continues to use the information from the transponder;
step 104, based on the information in step 103, the in-vehicle apparatus calculates an allowable speed of the train.
2. The backup mode using method for a novel train control system as claimed in claim 1, wherein in step 101, the vehicle-mounted device sends a location report to the TSRS device, the location report includes an LRBG number, and when the LRBG number in the location report is a transponder that needs to send inter-station line data, the TSRS sends the inter-station temporary speed limit information to the vehicle-mounted device by taking a transponder group corresponding to the LRBG number as a reference point.
3. A method for using a backup mode for a novel train control system according to claim 2, wherein the transponder that needs to transmit inter-station line data is: a reverse ingress transponder and a first set of interval transponders; when the train runs across the dispatch boundary, a transponder which needs to send line data between stations is also arranged in front of the call transponder.
4. The backup mode using method suitable for the novel train control system according to claim 1, wherein the novel train control system vehicle-mounted equipment comprises multiple modes including a backup mode, and the vehicle-mounted equipment receives and stores the inter-station temporary speed limiting information sent by the TSRS no matter in any mode.
5. The method of claim 1, wherein in step 102, the condition for entering the backup mode is: the electronic map of the vehicle-mounted device is effective.
6. The method of claim 5, wherein in step 102, when the train is stopped, the driver is authorized to enter the backup mode by the dispatcher, and the vehicle-mounted device is operated to enter the backup mode.
7. The backup mode usage method for a new train control system according to claim 1, wherein in step 103, the information from RBC deleted by the in-vehicle device includes: linking information; driving permission; gradient information; SSP; a grade conversion command; temporarily limiting the speed; a pattern curve; RBC handover command; unconditional emergency stop; conditional emergency stop; a front track idle request; a special section;
switch signal state; visual authorization and list of visual zone transponders.
8. A method of using a back-up mode for a new train control system according to claim 7, wherein in step 103, the information from the transponder that the vehicle device continues to use includes: block authorization information; linking information; gradient information; SSP; a special section.
9. A method of using a back-up mode for a new train control system according to claim 8, wherein the transponder in the information from the transponder that the vehicle device continues to use comprises a virtual transponder.
10. The method for using a backup mode for a new train control system according to claim 8, wherein in step 103, the in-vehicle device further continues to use information stored in the in-vehicle device, including: a country value; MA request parameters; position reporting parameters; plain text information; a geographic location; position information; train data; a driver number; grade information; RBC ID & IP/TSRS ID & IP; number of train number; last eight LRBGs; temporary speed limit information between stations from TSRS.
11. The backup mode using method for a novel train control system according to claim 1, wherein in step 104, when there is no temporary speed limit in the inter-station temporary speed limit information display section from the TSRS, the vehicle-mounted device directly generates a target speed control curve for train operation protection; when temporary speed limit exists in the inter-station temporary speed limit information display section from the TSRS, the input of the temporary speed limit is not needed, and the vehicle-mounted equipment accurately calculates a dynamic allowable speed curve according to the temporary speed limit section.
12. A method of using a back-up mode for a new train control system according to claim 11 wherein in step 104, the vehicle equipment monitors for a fixed limit speed as approaching an inbound, until the train is stopped at the inbound.
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| CN202311069556.1A CN117104313A (en) | 2023-08-23 | 2023-08-23 | Backup mode using method suitable for novel train control system |
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