CN109677466B - Automatic control system of light train for China heavy haul railway - Google Patents
Automatic control system of light train for China heavy haul railway Download PDFInfo
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- CN109677466B CN109677466B CN201910048417.8A CN201910048417A CN109677466B CN 109677466 B CN109677466 B CN 109677466B CN 201910048417 A CN201910048417 A CN 201910048417A CN 109677466 B CN109677466 B CN 109677466B
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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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0072—On-board train data handling
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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
- B61L2205/00—Communication or navigation systems for railway traffic
- B61L2205/04—Satellite based navigation systems, e.g. global positioning system [GPS]
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02P—CLIMATE CHANGE MITIGATION TECHNOLOGIES IN THE PRODUCTION OR PROCESSING OF GOODS
- Y02P90/00—Enabling technologies with a potential contribution to greenhouse gas [GHG] emissions mitigation
- Y02P90/02—Total factory control, e.g. smart factories, flexible manufacturing systems [FMS] or integrated manufacturing systems [IMS]
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- Train Traffic Observation, Control, And Security (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention relates to a lightweight train automatic control system for China heavy haul railways, which is respectively connected with dispatching center equipment, interlocking equipment, satellite positioning differential station equipment, transponder equipment and track circuit equipment, wherein the train automatic control system comprises a ground control center ROC and vehicle-mounted equipment, the ground control center ROC is respectively connected with the dispatching center equipment, the interlocking equipment, the satellite positioning differential station equipment and the vehicle-mounted equipment, and the vehicle-mounted equipment is connected with the transponder equipment, the ROC equipment and the track circuit equipment; the train automatic control system has the functions of safety protection, operation plan management, temporary speed limit management and automatic driving on the basis of fully multiplexing the achievement of the existing re-loading train control system. Compared with the prior art, the invention has the advantages of light weight, safety, high efficiency and the like.
Description
Technical Field
The invention relates to an automatic train operation device ATO, in particular to a lightweight train automatic control system for China heavy haul railways.
Background
According to 2005 international heavy haul association amendment to heavy haul definitions: heavy haul railways are railways in which the weight of the train reaches at least 8000t, the axle weight (planned axle weight) is 27t or more, and the annual capacity of a single line is greater than 4000 ten thousand t over a line section of at least 150 km. The development of heavy haul railways has important practical significance for improving the transportation capacity of China railways and meeting the increasing transportation demands.
At present, the automation level in the transportation of China heavy haul railway is low, automatic driving equipment is not arranged, traction braking depends on driver control, the labor intensity of a driver is high, and particularly in an area with high pulling-up height, the driver is required to concentrate on operating a train for a long time, so that the operation efficiency and the system safety have a large lifting space. Meanwhile, cargo transportation has high requirements on operation cost and operation efficiency, and an automatic driving system is required to reduce the cost as much as possible. On the other hand, china is one of few countries in the world equipped with 30000 tons of heavy-duty trains, and according to China's general railway company prediction, china's freight volume will reach 47.9 hundred million tons by 2020, and higher requirements are placed on heavy-duty railway transportation efficiency.
Existing solutions require the investment of more trackside positioning and control equipment. And the factors such as temporary speed limit and operation plan are not considered. Nor fully utilize the portion of an existing heavy duty signal system that can be multiplexed.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provides a light-weight train automatic control system for China heavy haul railways.
The aim of the invention can be achieved by the following technical scheme:
the system is respectively connected with a dispatching center device, an interlocking device, a satellite positioning differential station device and a transponder device, wherein the train automatic control system comprises a ground control center ROC and a vehicle-mounted device, the ground control center ROC is respectively connected with the dispatching center device, the interlocking device, the satellite positioning differential station device and the vehicle-mounted device, and the vehicle-mounted device is connected with the transponder device;
the train automatic control system has a safety protection function, an operation plan management function, a temporary speed limit management function and an automatic driving function.
Preferably, the ground control center ROC and the vehicle-mounted equipment are communicated through a GSM-R wireless channel;
the ground control center ROC is used for issuing operation plan information, temporary speed limit information, turnout information and differential information; meanwhile, the ground control center ROC acquires current train position information and temporary speed limit request information from the vehicle-mounted equipment.
Preferably, the ground control center ROC and the interlocking device communicate through a digital safety network;
the ground control center ROC receives turnout information from the interlocking equipment and is used for the vehicle-mounted equipment to judge the running path in the station.
Preferably, the ground control center ROC communicates with the dispatching equipment through a digital special channel;
the ground control center ROC is communicated with the dispatching center equipment and is used for acquiring operation plan information and temporary speed limit information and periodically checking data consistency with the dispatching center.
Preferably, the ground control center ROC communicates with satellite positioning differential station equipment, and is used for acquiring satellite positioning differential information.
Preferably, the ground control center ROC periodically interacts with the vehicle-mounted device to obtain the map and temporary speed limit information, and replies corresponding information according to the vehicle-mounted device request.
Preferably, the ground control center ROC has a virtual signal management function:
when the field does not have the condition of deploying the track circuit, the ground control center ROC divides the line into a plurality of virtual blocking subareas, and each blocking subarea corresponds to one virtual signal machine; the ground control center ROC receives vehicle-mounted position report information of the train, and when the train occupies in the virtual block partition, the ground control center ROC can set a corresponding virtual signal to be in a closed state;
the ground control center ROC supports guessing the train position at the same time, when the train loses position or communication with the ground control center ROC is interrupted, the ground control center ROC sets the area into which the train possibly enters to be in a blocking state according to signal opening and turnout position information for the area without the track circuit, and closes the virtual signal machine for preventing other trains from entering the virtual blocking subarea.
Preferably, the vehicle-mounted device comprises a main control unit, a track circuit information receiving unit, a transponder information receiving unit, a data recording unit, a wireless transmission unit, a speed measuring and distance measuring processing unit, a GPS/Beidou interface unit, a vehicle-mounted DMI, a GPS/Beidou positioning unit, a vehicle-mounted radio station, a track circuit antenna, a speed sensor, a transponder antenna and a radar, wherein the main control unit is respectively connected with the track circuit information receiving unit, the transponder information receiving unit, the data recording unit, the wireless transmission unit, the speed measuring and distance measuring processing unit, the GPS/Beidou interface unit and the vehicle-mounted DMI, the track circuit information receiving unit is connected with the track circuit antenna, the transponder information receiving unit is connected with the transponder antenna, the wireless transmission unit is connected with the vehicle-mounted radio station, the speed measuring and distance measuring processing unit is respectively connected with the speed sensor and the radar, and the GPS/Beidou interface unit is connected with the GPS/Beidou positioning unit.
Preferably, the vehicle-mounted equipment uses the high-precision speed and distance measuring unit and satellite positioning together for positioning calculation, and a Kalman filtering algorithm can be adopted to fuse speed and distance measuring information and satellite positioning information to obtain positioning information with higher precision;
the vehicle-mounted equipment stores electronic map data therein and checks with a ground control center ROC in real time, and when the map data are inconsistent with the ground, the vehicle-mounted equipment should conduct guiding safety side processing and request map information from the ground control center ROC;
the vehicle-mounted equipment has the function of receiving the information of the transponder, and receives the information of the turnout from the ROC equipment or replaces the information of the turnout from the interlocking by arranging a positioning transponder on the stock track;
the vehicle-mounted equipment calculates a braking curve according to the track circuit occupation information and the temporary speed limit information received from the ground control center ROC and the map information and the positioning information stored by the vehicle-mounted equipment and calculates a train running speed monitoring according to the information;
the device realizes an automatic driving function according to the operation plan information, the vehicle-mounted positioning information and the map information under the monitoring of the safety authorization.
Preferably, the vehicle-mounted device has four vehicle-mounted modes:
an ATO mode, when the train control vehicle-mounted equipment has all basic data required by train control, wherein all basic data comprise train data, driving permission, map data, turnout data and positioning information, the accuracy of the positioning information completely meets a set threshold value, the train control vehicle-mounted equipment has the capability of generating a target distance continuous speed control mode curve, and at the moment, an ATO enabling button is pressed to enter an ATO automatic driving mode;
a degradation mode, when the ATO mode condition is not met, and the handle isolation position is not in the 'isolation' position, entering the degradation mode, and when the ATO mode condition is met, automatically entering the ATO mode, wherein the traditional mode of LKJ control can be used;
in an isolation mode, when the vehicle-mounted equipment needs to be isolated, and a locomotive where the vehicle-mounted equipment is positioned acts as a non-lead tractor or a complementary machine task, operating an isolating switch to an isolating position to isolate the braking output of the vehicle-mounted equipment, wherein the vehicle-mounted equipment only displays part of human-machine interface information and performs necessary information recording, and in the isolation mode, the vehicle-mounted equipment does not bear the responsibility of controlling the vehicle;
the standby mode is automatically in the standby mode after the vehicle-mounted equipment is electrified and a driver's cab is started and the vehicle-mounted equipment performs self-checking and external equipment tests are correct; after entering a standby mode, inputting train data of a driver number/an auxiliary driver number, a train number, a passenger/goods type, a total weight, a quantity and a train length on the DMI, allowing the driver to manually select uplink/downlink carrier frequency data, and after the flow is finished, carrying out a vehicle-mounted vehicle starting condition; the vehicle-mounted equipment prohibits train movement in the standby mode;
when the track circuit equipment is arranged on the ground, the system has the capability of reading the code information of the track circuit, so that the section occupation inspection and the train integrity inspection are realized, the existing line equipment is fully reused, and the construction and operation cost is reduced.
Compared with the prior art, the invention has the following innovation points:
(1) The train stores map data, especially station topological data (in CTCS-2 and CTCS-3), the train does not need to know topological relations among equipment such as switches, sections, annunciators and the like in the station, and the ground equipment processes related data into a straight line for controlling the train to run. Based on this, the solution can be freed from conventional binding by real or virtual transponders.
Before the train runs, the map data are obtained by applying to a departure test server. Because the map data is stored in the vehicle, compared with the existing scheme, the function of checking the map data by the periodicity and the ROC is needed to be added to the train.
By combining station topology data with ground turnout position information (combining on-line turnout information and map data, a train can infer a path passed by itself to acquire entering stock way and line information, so that dependence on a transponder is eliminated), the train can acquire the currently entering stock way information, the entering line number data and make up for the defect of satellite positioning. By means of the map data, in particular the side map description data, the vehicle-mounted device can be positioned more precisely.
(2) The operation plan is transmitted to the in-vehicle apparatus. The train can be driven according to the operation plan. The transmission mode of the operation plan can refer to the transmission mode of the operation plan in a temporary speed limiting server in the current total CTCS-2+ATO scheme.
(3) The deployed track circuit resources in the China heavy haul railway are reused, so that the train occupation inspection and the integrity inspection are realized, and the safety is fully ensured. The cost requirement on newly added equipment is reduced.
(4) Existing interlocking equipment of China heavy haul railway is multiplexed, turnout information provided by the interlocking equipment is sent to vehicle-mounted equipment through ROC equipment, and vehicle-mounted accessible turnout positions are combined with satellite positioning to achieve accurate positioning, so that dependence on transponders is reduced.
(6) Control equipment of the ground setting center level: the ROC equipment is responsible for sending ground data to the vehicle-mounted equipment and receiving the vehicle-mounted data. Only one ground control center is deployed in the jurisdiction of one dispatching center in principle, so that the deployment amount of ground control equipment is reduced. The ROC equipment has the functions of operation plan management, temporary speed limiting management, virtual signal management, switch information forwarding and differential information forwarding.
(7) The vehicle-mounted equipment adopts a Kalman filtering algorithm to integrate the speed and distance measuring unit and the dual-mode satellite positioning data (Beidou+GPS), so that the accurate positioning of the train position is realized, and the vehicle-mounted equipment is applied to the positioning of the China heavy-duty train.
(8) Beidou and GPS dual-mode positioning function. The vehicle-mounted equipment can receive and process the Beidou satellite signals and the GPS satellite signals simultaneously, and positioning accuracy and safety are improved through differentiating satellite positioning data sources.
(9) Has a temporary speed limiting function. In the existing control scheme of the China heavy-duty train, the temporary speed limit is achieved, and the scheme provides a temporary speed limit issuing function in heavy-duty train control. The train can drive according to the temporary speed limiting command, and the driving safety under emergency conditions is improved.
Considering that the heavy-load existing dispatching equipment center does not have the temporary speed limit simulation and related management functions, the ROC also has the temporary speed limit operation management interface and the temporary speed limit management functions of the dispatching center in other CTCS-2, thereby further reducing the equipment reconstruction cost of the existing dispatching center.
(10) Has ATO automatic driving function. In heavy haul railways, drivers have great fatigue strength and need automatic driving functions. The system can be operated by the ATO equipment in a controlled way according to an operation plan, the control of the ATO equipment on the train is completely under the speed control curve of the ATP equipment, and the driving safety is ensured through ATP.
(11) While supporting a true occlusion partition technique with track circuit conditions, and a virtual occlusion partition technique without track circuits. When the track circuit is not arranged, logically dividing the line into a plurality of blocking partitions, and opening or closing the virtual signal machine according to the vehicle-mounted position report; when there is no track circuit, the train integrity check is accomplished with the aid of a train tail device.
The method has the specific advantages that:
(1) And (5) light weight. The scheme adopts satellite positioning technology, and can reduce the deployment quantity of positioning transponders and transponders for transmitting line data by storing the line map data through a train. The ROC device in the scheme is central-level device, can manage a plurality of stations at the same time, and communicates with the vehicle through wireless devices. Thus, the deployment volume of the surface equipment is reduced.
The scheme multiplexes the existing track circuit equipment, and can reduce the input amount of ground equipment.
The whole system supports virtual occlusion and integrity autonomous detection equipment, and in subsequent reconstruction, the arrangement of a track circuit can be further simplified.
(2) Safety. By means of automatic driving of the equipment, manual operation is replaced, and the safety of the system can be greatly improved.
According to the scheme, the ground track circuit authorization information is received, so that the damage of train collision, ground equipment damage and the like is avoided. Meanwhile, the train integrity check can be realized through the track circuit.
By getting on the train through map data, the train can more quickly acquire the inherent attribute information of the line such as gradient, camber and the like of the line in front of the operation, and the condition of fixed speed limit overspeed is prevented. And the updating information of the map data is timely obtained through periodic verification with the ground.
Through a perfect temporary speed limit management mechanism, the equipment performs temporary speed limit consistency check, issuing and management, so that the running speed is prevented from exceeding the temporary speed limit allowable speed.
For secure data communication, a secure communication protocol conforming to the european security standard and the general regulations of the iron should be used for communication. The ROC equipment and the vehicle-mounted control equipment meet the requirements of railway signal product safety equipment.
(3) High efficiency. The operation plan is automatically issued to the vehicle-mounted equipment by the dispatching center through the ROC equipment. The ATO device automatically drives the train operation according to the operation plan. Compared with a manual control vehicle, the scheme can greatly improve the operation efficiency.
Drawings
FIG. 1 is a schematic diagram of the structure of the present invention;
FIG. 2 is a schematic diagram of the vehicle-mounted device of the present invention;
FIG. 3 is a schematic diagram of a front-line pick-up scenario of the present invention;
FIG. 4 is a schematic diagram of the control of the front line truck according to the present invention;
FIG. 5 is a schematic diagram of a side track departure control of the present invention;
FIG. 6 is a schematic diagram of the control of ATP guard according to the present invention;
FIG. 7 is a schematic diagram of the integrated positioning of the present invention.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are some, but not all embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.
By combining with the current situation of the China heavy-duty railway signal system, the scheme can improve the automation level, reduce the operating efficiency, reduce the workload of a driver, and solve the problems of high labor intensity of the driver, low automation level of train control, lower operating efficiency and the like. The scheme realizes the function of automatic ATO operation according to the plan based on the satellite positioning technology, multimode wireless communication, line data map and other technologies, and reduces the labor intensity of drivers. The system can be overlapped on the basis of the existing signal equipment, and is smoothly upgraded under the condition of not affecting the field operation, so that the cost is saved, and the efficiency is improved. The scheme can be applied to the operation scenes of receiving, dispatching and running in intervals of the China heavy haul railway, and plays a positive demonstration role in the application of ATO in the world heavy haul railway.
The scheme comprises a ground control center (ROC), train overspeed protection equipment (ATP) and train automatic driving equipment (ATO). At the same time, the existing dispatching center equipment (TDCS/CTC), the interlocking equipment and the transponder equipment (optional; if the scheme of interlocking and sending the turnout is selected, the positioning of the stock tracks and the compound lines can be realized without the transponder). In addition, it is necessary to provide satellite positioning differential station equipment at the ROC station and necessary transponder equipment in the line. The ROC device communicates with the scheduling device via an existing digital dedicated channel. The ROC communicates with the vehicle-mounted device through a GSM-R wireless channel. And the interlocking device communicates with the interlocking device through a digital safety network.
The scheme has the following functions:
(1) Safety protection function, ATP equipment calculates the parking curve, realizes safety protection function.
(2) And an operation plan management function. The operation plan can be received from the dispatching center, and the vehicle can be controlled to operate according to the operation plan. Has accurate parking function.
(3) Temporary speed limit management function. A temporary speed limit command should be received from the dispatch center and executed.
(4) And (5) an automatic driving function. ATO equipment synthesizes safety authorization information, line attribute, temporary speed limit information, operation plan information, outputs traction force, and controls train operation. Instead of driving by the driver.
The general structure of the scheme is shown in fig. 1:
the design of each device in this scheme is as follows:
(1) The ROC is ground control center equipment in the scheme. Depending on the field situation, one ROC may manage multiple hubs and zones. The ROC needs to communicate with the dispatch center device for obtaining operation plan information and temporary speed limit information. And periodically checking the consistency of the data with the dispatching center.
The ROC needs to communicate with the interlock device for acquiring switch information.
The ROC needs to communicate with a differential device for acquiring satellite positioning differential information.
The ROC is required to communicate with the vehicle-mounted equipment through a wireless network and is used for issuing operation plan information, temporary speed limit information, turnout information and differential information. Meanwhile, the ROC can acquire current train position information and temporary speed limit request information from the vehicle-mounted equipment.
The ROC should also receive switch information from the interlock for the on-board equipment to determine the path of travel within the station.
The ROC equipment periodically exchanges the map and the temporary speed limiting information with the vehicle-mounted equipment, and replies corresponding information according to the vehicle-mounted request.
ROC is also provided with virtual signal management. When the condition of deploying the track circuit is not met, the ROC equipment divides the line into a plurality of virtual blocking partitions, and each blocking partition corresponds to one virtual signal machine; the ROC receives the vehicle-mounted position report information of the train, and when the train occupation exists in the virtual block partition, the ROC can set the corresponding virtual signal to be in a closed state. The ROC supports guessing the train position at the same time, when the train loses position or communication with the ROC is interrupted, the ROC shall set the area into which the train possibly enters to be in a blocking state according to signal opening and turnout position information for the area without the track circuit, and close the virtual signal machine for preventing other trains from entering the virtual blocking subarea.
Among the above information, there are temporary speed limit, switch, etc. affecting safety, so ROC should be a safety device that operates on a safety computer that meets european safety standards such as EN50126, EN50129, EN50128, etc. The ROC should use a secure communication protocol when communicating with the devices. The ROC should check the validity of the input information and should take measures directed to the security side when illegal data is found.
(2) And an in-vehicle apparatus.
The structural schematic of the in-vehicle apparatus is shown in fig. 2:
the vehicle-mounted equipment is provided with GPS/Beidou satellite positioning information receiving equipment, positioning accuracy is improved through dual-mode satellite signals, and high-precision speed and distance measuring positioning equipment is provided.
The vehicle-mounted equipment uses the high-precision speed and distance measuring unit and satellite positioning together for positioning calculation. The Kalman filtering algorithm can be adopted to fuse the speed and distance measurement information and the satellite positioning information, so that the positioning information with higher precision is obtained.
The vehicle-mounted equipment stores electronic map data, checks with ground ROC equipment in real time, and when the map data is inconsistent with the ground, the vehicle-mounted equipment carries out guiding safety side processing and requests map information from the ROC equipment.
Considering that satellite positioning is unstable or precision does not meet requirements (scenes such as long tunnels and complex lines) in certain areas, or vehicle passing efficiency needs to be improved at the positions of stock tracks and complex line outgoing stations, transponder auxiliary positioning is needed, and the vehicle-mounted vehicle has the function of receiving transponder information. Considering that the track and the inter-switch distance do not meet the accuracy requirements of satellite positioning, the ATP device is required to receive switch information from the ROC device (according to engineering implementation features, by deploying a positioning transponder in the track instead of receiving switch information from the interlock).
The vehicle-mounted equipment calculates a braking curve according to the track circuit occupation information and the temporary speed limit information received from the ground and the map information and the positioning information stored by the vehicle-mounted equipment, and monitors the running speed of the train according to the information.
And the ATO equipment realizes an automatic driving function according to the operation plan information, the vehicle-mounted positioning information and the map information under the monitoring of the safety authorization.
Four vehicle-mounted modes are designed:
ATO mode. When the train control vehicle-mounted equipment has all basic data (including train data, driving permission, map data, turnout data and positioning information are complete and the accuracy is enough) required by train control, the train control vehicle-mounted equipment has the capability of generating a target distance continuous speed control mode curve, and at the moment, a driver presses an ATO enabling button to enter an ATO automatic driving mode.
Degraded mode. When the ATO mode condition is not present, and the handle isolate bit is not in the "isolate" bit, a degraded mode should be entered. When the ATO mode condition is satisfied, the ATO mode should be automatically entered. At this time, the conventional mode of LKJ control can be used.
An isolated mode. Under the condition that the vehicle-mounted equipment needs to be isolated, and the locomotive where the vehicle-mounted equipment is positioned acts as a non-service tractor or a complementary machine task, the isolating switch is operated to an isolating position to isolate the braking output of the vehicle-mounted equipment, and the vehicle-mounted equipment only displays part of human-machine interface information and performs necessary information recording. In the isolation mode, the vehicle-mounted equipment does not bear the responsibility of controlling the vehicle.
And a standby mode. When the vehicle-mounted equipment is electrified and a driving platform is started, the vehicle-mounted execution self-checking and the external equipment are tested correctly, and then the vehicle-mounted execution self-checking and the external equipment are automatically in a standby mode; after entering standby mode, the driver inputs train data such as driver number/auxiliary driver number, train number, passenger/goods type, total weight, quantity, train length, etc. on the DMI, allowing a driver to manually select uplink/downlink carrier frequency and other data, and enabling the vehicle to have a vehicle starting condition after the flow is finished; the vehicle-mounted device prohibits train movement in the standby mode.
(3) Other signalling devices
To accomplish the autopilot function. The line is required to be provided with a dispatching center device, and a dispatcher can edit, issue and manage temporary speed limiting commands and operation plans through the dispatching center.
An interlock device (from which switch information may not be acquired when transponders are provided at the in-out annunciators) needs to be provided. The vehicle-mounted device can acquire turnout information from the interlocking device through the ROC, so that station track information of a travel route in the station and line information of an interval are known.
Considering the positioning precision of GPS or Beidou, a positioning transponder can be arranged at a stop outlet for obtaining the line number information aiming at a complex line. And a transponder can be arranged at the station-track outbound annunciator according to the requirement and used for acquiring station-track number information. Compared with the existing scheme, the number of the transponders in the scheme is greatly reduced, and even according to the actual condition of the site, the information of the driving path is obtained by means of the turnout information, so that the information of the transponders can be completely not required to be deployed. According to the actual situation, the track circuit device is read from the interlocking device. The scheme needs to obtain safety authorization information from the track circuit equipment to know the occupation condition of the train in the line. The above-mentioned "other signal devices" are all present in the signal system of the current heavy haul railway.
Locomotive integrated positioning system (LZDX): in the system, the locomotive performs fusion positioning by using GPS positioning and an odometer and acceleration sensor equipment, and when the locomotive encounters a longer tunnel, distinguishes a double-line and other scenes, the GPS positioning is not applicable, the locomotive can assist in adopting the transponder positioning. When the train side line enters the station, the information of the line is positioned in an auxiliary way through the turnout position. When the side line is sent out, the information of the line to be entered needs to be positioned in an auxiliary way through the turnout.
In the present system, the ATP system is used only for safeguarding of ATO operation, and no separate ATP mode is available for the system.
LKJ driving is used as a backup mode of ATO mode, and hot backup is operated on line.
When any information in the LZDX is lost or the positioning accuracy is insufficient, the train is switched into a degraded mode. And after the related data are recovered to be normal, automatically entering an ATO mode.
1. A positive line pick-up scenario is shown in fig. 3.
When the vehicle-mounted equipment starts from the previous station, the vehicle-mounted equipment receives the line information, the temporary speed limit information and the positioning information required by the complete LZDX in a wireless mode, and at the moment, the train enters an ATO control mode. When the locomotive signal is a stop signal, the train stops for 2 minutes before the signal, the stop control is released by the operation of a driver, the locomotive enters an isolation mode, and the train is monitored to pass over the signal at a speed of not more than 20 km/h. And if the basic data required by the ATO mode is incomplete due to the fault, the vehicle-mounted equipment is switched into a degradation mode.
2. The positive line is connected with the vehicle as shown in fig. 4.
When the line is connected, line data and temporary speed limit information are received from the ground in a wireless mode before entering the station, and LZDX related positioning information is obtained. The outbound annunciator is not opened, and the receiving vehicle enters the road to send HU codes. The vehicle-mounted equipment can monitor the highest running speed of the train according to the information such as the code sending information of the track circuit, the comprehensive temporary speed limit, the line attribute and the like.
3. Side-track departure, as shown in fig. 5.
And checking the train and the ROC, after the map data and the temporary speed limiting data are normal, the positioning information is complete and has enough precision, and the train normally runs in an ATO mode and enters a station yard. The vehicle-mounted device can recognize the entered line number through the transponder or switch information in the LZDX.
4. Map data description
In this scheme, the vehicle-mounted map data are divided into two types:
(1) Line attribute data such as gradient and split phase areas contained in CTCS-2 and CTCS-3 transponder messages.
(2) Station yard topology data. The method is used for describing topological connection relations among sections, turnouts and annunciator devices in a station yard. This portion of the data is not included in the transponder message data of CTCS-2, CTCS-3. The vehicle-mounted device can realize accurate positioning under the conditions of multiple tracks and double lines because the vehicle-mounted device is provided with the data; the method is free from the constraint of the concept of a transponder.
5. ATP protection, as shown in fig. 6.
In the scheme, the ATP subsystem is used for realizing safety protection under the ATO condition, and the target-distance braking algorithm is the same, so that the information affecting train operation is as follows:
and the track circuit IV displays the code sending data and is responsible for train occupation and integrity check.
Temporary speed limit data.
Line inherent properties. Line inherent speed limit, grade, curve, fork speed, etc.
Train attributes. Speed limiting inherent to trains, and the like. The characteristics of long braking distance and the like of the heavy-duty train are fully considered by the Kasi Ke Ying.
6. Integrated positioning function as shown in fig. 7.
7. ATO function
(1) The running under the ATP control curve can ensure the running safety.
(2) The operation plan forwarded via the ROC device from the dispatch center can be processed to realize automatic driving according to the plan.
8. Temporary speed limiting scene
When natural disasters, temporary construction and other conditions occur in front of the running of the train, a dispatcher prepares and issues a temporary speed limiting command to the ROC through a dispatching center, and the ROC forwards the temporary speed limiting command to the vehicle-mounted equipment.
The vehicle-mounted device periodically carries out one-way hash coding (such as CRC or MD5 code) information corresponding to the ROC checking speed limiting command, and when the vehicle-mounted device finds out the inconsistency corresponding to the temporary speed limiting stored in the ROC device, the vehicle-mounted device is braked and led to the safety side.
The dispatcher can also prepare the speed limit command at the ROC instead of preparing the speed limit command by the dispatching center equipment, so that the change amount of the system deployment to the existing equipment is reduced.
The ROC should check the temporary speed limit data with the dispatch center, and when an inconsistency is found, a measure to the safety side should be taken to control the train speed to be lower than the allowable speed.
While the invention has been described with reference to certain preferred embodiments, it will be understood by those skilled in the art that various changes and substitutions of equivalents may be made and equivalents will be apparent to those skilled in the art without departing from the scope of the invention. Therefore, the protection scope of the invention is subject to the protection scope of the claims.
Claims (8)
1. The system is respectively connected with a dispatching center device, an interlocking device, a satellite positioning differential station device, a transponder device and an orbit circuit device, and is characterized by comprising a ground control center ROC and an on-board device, wherein the ground control center ROC is respectively connected with the dispatching center device, the interlocking device, the satellite positioning differential station device and the on-board device, and the on-board device is connected with the transponder device, the ROC device and the orbit circuit device;
the vehicle-mounted equipment comprises a main control unit, a track circuit information receiving unit, a transponder information receiving unit, a data recording unit, a wireless transmission unit, a speed and distance measuring processing unit, a GPS/Beidou interface unit, a vehicle-mounted DMI, a GPS/Beidou positioning unit, a vehicle-mounted radio station, a track circuit antenna, a speed sensor, a transponder antenna and a radar, wherein the main control unit is respectively connected with the track circuit information receiving unit, the transponder information receiving unit, the data recording unit, the wireless transmission unit, the speed and distance measuring processing unit, the GPS/Beidou interface unit and the vehicle-mounted DMI, the track circuit information receiving unit is connected with the track circuit antenna, the transponder information receiving unit is connected with the transponder antenna, the wireless transmission unit is connected with the vehicle-mounted radio station, the speed and distance measuring processing unit is respectively connected with the speed sensor and the radar, and the GPS/Beidou interface unit is connected with the GPS/Beidou positioning unit;
the vehicle-mounted equipment uses the high-precision speed and distance measuring unit and satellite positioning together for positioning calculation, and can use a Kalman filtering algorithm to fuse speed and distance measuring information and satellite positioning information so as to obtain positioning information with higher precision;
the vehicle-mounted equipment stores electronic map data therein and checks with a ground control center ROC in real time, and when the map data are inconsistent with the ground, the vehicle-mounted equipment should conduct guiding safety side processing and request map information from the ground control center ROC;
the vehicle-mounted equipment has the function of receiving the information of the transponder, and receives the information of the turnout from the ROC equipment or replaces the information of the turnout from the interlocking by arranging a positioning transponder on the stock track;
the vehicle-mounted equipment calculates a braking curve according to the track circuit occupation information and the temporary speed limit information received from the ground control center ROC and the map information and the positioning information stored by the vehicle-mounted equipment and calculates a train running speed monitoring according to the information;
the vehicle-mounted equipment realizes an automatic driving function according to the operation plan information, the vehicle-mounted positioning information and the map information under the monitoring of the safety authorization;
when the track circuit equipment is arranged on the ground, the system has the capability of reading the code information of the track circuit so as to realize section occupation inspection and train integrity inspection;
the train can infer the path passed by the train by combining the station topological data with the online turnout information and the map data to acquire the information of the entering station and the line, and the train can acquire the information of the currently entering station and the number data of the entering line, so that the vehicle-mounted equipment can realize positioning more accurately by the map data;
only one ground control center is deployed in the jurisdiction of one dispatching center device;
the vehicle-mounted device reads the track circuit device from the interlocking device, obtains safety authorization information from the track circuit device and knows the occupation condition of the train in the line.
2. The automatic control system of the light-weight train for the China heavy railway system according to claim 1, wherein the ground control center ROC and the vehicle-mounted equipment communicate through a GSM-R wireless channel;
the ground control center ROC is used for issuing operation plan information, temporary speed limit information, turnout information and differential information; meanwhile, the ground control center ROC acquires current train position information and temporary speed limit request information from the vehicle-mounted equipment.
3. The automatic control system of the light-weight train for the China heavy railway system according to claim 1, wherein the ground control center ROC and the interlocking equipment communicate through a digital safety network;
the ground control center ROC receives turnout information from the interlocking equipment and is used for the vehicle-mounted equipment to judge the running path in the station.
4. The automatic control system of light-weight train for China heavy-duty railway system according to claim 1, wherein said ground control center ROC communicates with said dispatch center device through a digital dedicated channel;
the ground control center ROC is communicated with the dispatching center equipment and is used for acquiring operation plan information and temporary speed limit information and periodically checking consistency of the temporary speed limit information with the dispatching center equipment.
5. The automatic control system for the light-weight train of the heavy-duty railway in China according to claim 1, wherein the ground control center ROC is in communication with satellite positioning differential station equipment and is used for acquiring satellite positioning differential information.
6. The automatic control system of the light-weight train for the China heavy haul railway according to claim 1, wherein the ground control center ROC periodically interacts with the vehicle-mounted equipment to obtain the map and temporary speed limit information, and replies corresponding information according to the request of the vehicle-mounted equipment.
7. The automatic control system for the light-weight train of the heavy-duty railway in China as set forth in claim 1, wherein said ground control center ROC has a virtual signal management function:
when the field does not have the condition of deploying the track circuit, the ground control center ROC divides the line into a plurality of virtual blocking subareas, and each blocking subarea corresponds to one virtual signal machine; the ground control center ROC receives vehicle-mounted position report information of the train, and when the train occupies in the virtual block partition, the ground control center ROC can set a corresponding virtual signal to be in a closed state;
the ground control center ROC supports guessing the train position at the same time, when the train loses position or communication with the ground control center ROC is interrupted, the ground control center ROC sets the area into which the train possibly enters to be in a blocking state according to signal opening and turnout position information for the area without the track circuit, and closes the virtual signal machine for preventing other trains from entering the virtual blocking subarea.
8. The automatic control system of the light-weight train for the China heavy-duty railway system of claim 1, wherein said vehicle-mounted equipment has four vehicle-mounted modes:
an ATO mode, when the train control vehicle-mounted equipment has all basic data required by train control, wherein all basic data comprise train data, driving permission, map data, turnout data and positioning information, the accuracy of the positioning information completely meets a set threshold value, the train control vehicle-mounted equipment has the capability of generating a target distance continuous speed control mode curve, and at the moment, an ATO enabling button is pressed to enter an ATO automatic driving mode;
a degradation mode, when the ATO mode condition is not met, and the handle isolation position is not in the 'isolation' position, entering the degradation mode, and when the ATO mode condition is met, automatically entering the ATO mode, wherein the traditional mode of LKJ control can be used;
in an isolation mode, when the vehicle-mounted equipment needs to be isolated, and a locomotive where the vehicle-mounted equipment is positioned acts as a non-lead tractor or a complementary machine task, operating an isolating switch to an isolating position to isolate the braking output of the vehicle-mounted equipment, wherein the vehicle-mounted equipment only displays part of human-machine interface information and performs necessary information recording, and in the isolation mode, the vehicle-mounted equipment does not bear the responsibility of controlling the vehicle;
the standby mode is automatically in the standby mode after the vehicle-mounted equipment is electrified and a driver's cab is started and the vehicle-mounted equipment performs self-checking and external equipment tests are correct; after entering a standby mode, inputting train data of a driver number/an auxiliary driver number, a train number, a passenger/goods type, a total weight, a quantity and a train length on the DMI, allowing the driver to manually select uplink/downlink carrier frequency data, and after the flow is finished, carrying out a vehicle-mounted vehicle starting condition; the vehicle-mounted equipment prohibits train movement in the standby mode;
when the track circuit equipment is arranged on the ground, the system has the capability of reading the code information of the track circuit, so that the section occupation inspection and the train integrity inspection are realized, the existing line equipment is fully reused, and the construction and operation cost is reduced.
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