WO2012149761A1 - Procédé et dispositif pour commuter les systèmes de commande d'un train - Google Patents

Procédé et dispositif pour commuter les systèmes de commande d'un train Download PDF

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Publication number
WO2012149761A1
WO2012149761A1 PCT/CN2011/080012 CN2011080012W WO2012149761A1 WO 2012149761 A1 WO2012149761 A1 WO 2012149761A1 CN 2011080012 W CN2011080012 W CN 2011080012W WO 2012149761 A1 WO2012149761 A1 WO 2012149761A1
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WIPO (PCT)
Prior art keywords
train
ctcs
area
driver
partition
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Ceased
Application number
PCT/CN2011/080012
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English (en)
Chinese (zh)
Inventor
陈伟品
李春燕
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Huawei Technologies Co Ltd
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Huawei Technologies Co Ltd
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Publication date
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Priority to CN2011800018758A priority Critical patent/CN102387953B/zh
Priority to PCT/CN2011/080012 priority patent/WO2012149761A1/fr
Publication of WO2012149761A1 publication Critical patent/WO2012149761A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
    • B61L27/37—Migration, e.g. parallel installations running simultaneously
    • 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
    • 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
    • B61L2027/202—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using European Train Control System [ETCS]

Definitions

  • Embodiments of the present invention relate to electronic technologies, and in particular, to a train control system switching method and apparatus. Background technique
  • CTCS The Chinese Train Control System
  • CTCS-2 is suitable for trains with a speed of 200km/h ⁇ 250km/h.
  • CTCS-3 is applicable. Trains that control lines with speeds of 300km/h to 350km/h and above.
  • CTCS-3 and CTCS-2 are two different types of train operation control systems.
  • CTCS-3 is a centralized train control system.
  • GSM-based Global System for Mobile Communications Railway
  • RBC Radio Block Center
  • CTCS-2 is a distributed train control system, based on The track circuit transmits the driving permission, and the point type transponder receives the train positioning information.
  • the current Automatic Train Protection (ATP) system includes the CTCS-3 train control system and the CTCS-2 train control system.
  • the train originates at CTCS-2 level, or various Failures (eg, GSM-R wireless communication failures, RBC failures, etc.) cause the train to be downgraded to CTCS-2 class traffic and the communication session with the RBC is closed.
  • the ATP system works at the CTCS-2 level, the train runs to the transponder at the reverse inbound signal, and starts to call the RBC according to the information set in the transponder to obtain the CTCS-3 class driving permission (Rovement Authorization, referred to as RBC).
  • RBC CTCS-3 class driving permission
  • the ATP system shifts to the CTCS-3 level at the boundary of the next occlusion partition.
  • the other method is that the ATP system immediately transfers to the CTCS-3 level.
  • Embodiments of the present invention provide a train control system switching method and apparatus for improving driving efficiency and driving safety of an ATP system.
  • An embodiment of the present invention provides a method for switching a train control system, including:
  • CTCS-2 class train control system controls the train operation, receiving a driving switching instruction including a CTCS-3 class driving permission and an area status confirmation instruction sent by the wireless blocking center;
  • Switching to the CTCS-3 class train control system controls the train operation based on the zone state between the train front end and the next occlusion zone entrance and the CTCS-3 class driving permit.
  • An embodiment of the present invention provides a train control system switching apparatus, including:
  • a receiving module configured to receive, when the CTCS-2 class train control system controls the train operation, a driving switching indication that is sent by the RBC, including a CTCS-3 level driving permission and an area status confirmation indication; and a status confirmation module, configured to be used according to the area status Confirmation indication, confirm the status of the area from the front end of the train to the entrance of the next blocked partition to confirm whether the area from the front end of the train to the entrance of the next blocked partition is in an idle state;
  • the switching module is configured to switch to the CTCS-3 train control system to control the train operation according to the regional state between the train front end and the next occlusion partition entrance and the CTCS-3 level driving permission.
  • the ATP system after receiving the CTCS-3 class driving permission issued by the RBC, the ATP system first confirms the train front end to the next closed partition according to the regional status confirmation instruction issued by the RBC at the same time. Whether the state of the area between the entrances is idle, Based on the confirmed regional status, it is decided to switch from the CTCS-2 level to the CTCS-3 level train control system. Since the timing of switching to the CTCS-3 train control system is determined by the state of the area between the train front end and the next occlusion partition entrance, the driving efficiency and driving safety of the ATP system are improved.
  • FIG. 1 is a flow chart of a method for switching a train control system according to the present invention
  • FIG. 2A is a flow chart of a second embodiment of a train control system switching method according to the present invention
  • FIG. 2B is a scene diagram of a DMI output prompt information in FIG.
  • FIG. 3 is a schematic structural view of a first embodiment of a train control system switching device according to the present invention
  • FIG. 4 is a schematic structural view of a second embodiment of a train control system switching device according to the present invention.
  • FIG. 1 is a flowchart of Embodiment 1 of a method for switching a train control system according to the present invention. As shown in Figure 1, this implementation includes:
  • Step 11 When the CTCS-2 train control system controls the train operation, the ATP system receives
  • the CTCS-2 class train control system includes ground equipment and vehicle equipment.
  • Ground equipment includes equipment such as station train control centers, track circuits, and transponder groups.
  • the reverse-incoming transponder group holds the session management information required for the in-vehicle device to conduct a session with the RBC. If the ATP system works in the CTCS-2 train control system, when the train passes the response group, the in-vehicle device obtains the information required for communication with the RBC from the transponder group, and initiates a call to the RBC through the GSM-R according to the information, and RBC establishes a connection.
  • the RBC calculates the CTCS-3 class driving permit based on the access occupancy information sent by the interlock.
  • the RBC can only determine that the next blocked partition and the subsequent partition are idle, and cannot determine the orbital state between the train front end and the next closed partition entrance, in order to ensure safe driving and improve the train. Driving efficiency.
  • the RBC may instruct the ATP system to confirm the status of the area between the train front end and the next occlusion partition entrance after receiving the CTCS-3 level driving permission to confirm whether the area between the train front end and the next occlusion partition entrance is idle. State, that is, to confirm whether there is an obstacle in the occlusion zone where the train is currently located. Therefore, the RBC combines the CTCS-3 class license and the track status confirmation indication into a traffic switching indication, which is sent to the ATP system via GSM-R.
  • Step 12 Based on the zone status confirmation indication, the ATP system confirms the status of the zone between the train front end and the next occlusion zone entry to confirm that the zone between the train front end and the next occlusion zone entry is idle.
  • the ATP system After receiving the confirmation message of the RBC, the ATP system confirms the status of the area between the train front end and the next blocked partition entry according to the area status confirmation instruction.
  • the ATP system can confirm whether there is an obstacle in the area between the front end of the train and the entrance of the next occlusion section based on the information provided by the train driver.
  • the ATP system can output a prompt message to the train driver through the Driver Machine Interface (DMI) according to the regional status confirmation indication, to prompt the driver to confirm that the train is in the blocked partition after the ATP receives the CTCS-3 level driving permission. Whether the area between the next blocked partition is free.
  • DMI Driver Machine Interface
  • the ATP system determines the state of the zone between the train front end and the next occlusion partition entrance.
  • Step 13 The ATP system switches to the CTCS-3 train control system to control train operation based on the regional status between the train front end and the next occlusion partition entrance and the CTCS-3 class driving permit.
  • the embodiment of the present invention divides the train travel line into occlusion zones.
  • one occlusion zone allows only one train to travel; the current occlusion zone is the occlusion zone that the train is occupying, and the next occlusion zone is the occlusion zone that the train is about to enter.
  • the ATP system confirms that the area between the train front end and the next occlusion partition entrance is idle, that is, there is no obstacle, ATP immediately switches from CTCS-2 to CTCS-3 train control system according to CTCS-3 driving permission. The train runs, which improves the driving efficiency.
  • the ATP system If the ATP system confirms that the status of the area between the train front end and the next occlusion partition entrance is unclear, that is, the ATP system cannot confirm whether the area between the train front end and the next occlusion partition entrance is in an idle state or an occupied state, in order to avoid a safety hazard, The ATP system switches to the CTCS-3 train control system at the boundary of the current occlusion zone and the next occlusion zone.
  • the ATP system after receiving the CTCS-3 class driving permission issued by the RBC, the ATP system first confirms the train front end to the next occlusion partition entrance according to the regional status confirmation instruction issued by the RBC at the same time. Whether the state of the zone is idle, and then decides when to switch from the CTCS-2 level to the CTCS-3 class train control system according to the confirmed zone state. Since the timing of switching to the CTCS-3 train control system is determined by the state of the area between the train front end and the next occlusion partition entrance, the driving efficiency and driving safety of the ATP system are improved.
  • FIG. 2A is a flow chart of a second embodiment of a method for switching a train control system according to the present invention.
  • Figure 2B is a scene diagram of the DMI output prompt information in Figure 2A.
  • the present embodiment includes: Step 21: In the CTCS-3 level area, the ATP system is in the CTCS-2 class train control system to control train driving.
  • the CTCS-3 area meets the CTCS-3 level control system for various line conditions and wireless networks. Driving railway area.
  • Step 22 When the in-vehicle equipment of the CTCS-2 train control system passes the reverse inbound responder group of the station, the information of the communication with the RBC is obtained from the transponder group.
  • Step 23 The ATP system calls RBC. If the call is successful, go to step 24; otherwise, continue the call. If the call is successful, go to step 24. If the call is not successful three times, return to step 21. The ATP system continues to control the train in the CTCS-2 train control system.
  • Step 24 The RBC locates the train.
  • the ATP reports the location report information of the direction and location of the newly linked transponder group to the RBC when the ATP passes through the ground transponder group, and the RBC locates the train based on the location report information.
  • the RBC judges the idleness and occupancy of the front track, the approach, and the blocked partition by the information received by the interlock.
  • the RBC can locate the train, but it is not certain whether there are other objects besides the train on the track between the front end of the train and the entrance of the next blocked partition.
  • Step 25 The RBC sends a traffic switching indication including the CTCS-3 driving permission and the area status confirmation indication to the ATP system according to the positioning result.
  • the area switching confirmation indication is included in the driving switching instruction sent by the RBC.
  • the area status confirmation indication carries the first distance information and the second distance information.
  • the ATP system outputs a prompt message through the DMI based on the area status confirmation indication, starting from the nearest relevant transponder group and after the train travels the distance indicated by the first distance information.
  • the ATP system stops the output of the prompt information based on the area status confirmation instruction, starting from the position of the train when the prompt information is output by the DMI, and after the train travels the distance indicated by the second distance information.
  • the prompt information is used to prompt the train driver to confirm the status of the area between the front end of the train and the entrance of the next blocked partition.
  • the area status confirmation indication may include the content as shown in Table 1.
  • Table 1 shows the contents of the area status confirmation indication sent by the RBC.
  • the M ACK field indicates whether the message has to be confirmed by the driver. Usually, M_ACK is 1 to indicate that the MA message must be confirmed by the driver, and 0 means no driver confirmation is required.
  • the position of the Last Relevant Transponder Group (LRBG) on the train track is preset, and the NID-LRBG field is the number of the LRBG closest to the train. As shown in Table 1 and FIG. 2B, the first distance information carried by the D_MAACKDISP field is used to indicate the distance traveled from the train through the LRBG to the output of the prompt information train, that is, the train starts from the nearest relevant transponder group. After the distance indicated by the distance information, the prompt message is output to the train driver.
  • the ATP system can control the DMI to output a prompt message when the train travels to which position.
  • the second distance information carried by the L_MAACKDISP field is used to indicate the time period from the start of outputting the prompt information to the stop of outputting the prompt information, and the distance traveled by the train, that is, the distance indicated by the second distance information after the train travels from the output prompt information.
  • DMI stops outputting prompts to the train driver.
  • the ATP system can control the driver's vehicle interface to stop outputting the prompt information when the train travels to which position. If the DMI does not output a prompt message in the area specified by L_MAACKDISP, the ATP system invalidates the driving change indication.
  • Step 26 The ATP system receives the RBC driving switching instruction through a Vital Computer (VC), and outputs a prompt message through the DMI according to the regional status confirmation indication in the driving switching instruction, to prompt the train driver to receive the CTCS-3 class driving. Permit, and prompt the driver to confirm the status of the area between the front end of the train and the entrance of the next blocked partition.
  • the ATP system After receiving the above-mentioned driving switching instruction through the VC, the ATP system outputs a prompt message through the DMI, prompts the driver that the CTCS-3 class driving permission has been received, and prompts the driver to confirm the status of the area between the train front end and the next blocked partition entrance. .
  • the ATP system controls the DMI to output the prompt information when the train travels to the location by the first distance in the regional status confirmation indication, and the ATP system controls the DMI on the train by the second distance in the regional status confirmation indication. Stop the output of the prompt message when driving to which position.
  • Step 27 The VC of the ATP system receives the driver's feedback letter from the driver through the DMI.
  • the train driver feedback information returned by DMI to VC may include the contents shown in Table 2.
  • Table 2 shows the contents of the train driver feedback information returned by DMI to VC.
  • M_ACKMA received by DMI When M_ACKMA received by DMI is 0, it indicates that the area between the train front end and the next occlusion partition entrance is occupied, and 1 means idle status.
  • Step 28 The ATP system determines whether the train driver feedback information input by the train driver indicates that the area between the train front end and the next occlusion partition entrance is in an idle state. If the step 29 is performed, otherwise step 210 is performed.
  • Step 29 When the train driver feedback information indicates that the area between the train front end and the next occlusion partition entrance is in an idle state, the ATP system immediately switches to the CTCS-3 train control system operation according to the CTCS-3 level driving permission.
  • the ATP determines the front end of the train to the next closed based on the received train driver feedback information.
  • the CTCS-3 train control system is immediately switched to operate according to the CTCS-3 level driving permission.
  • Step 210 When the train driver feedback information indicates that the state of the area between the train front end and the next occlusion partition entrance is ambiguous, the ATP system switches to the CTCS-3 level train control system operation at the boundary between the current occlusion partition and the next occlusion partition.
  • the boundary between the current occlusion partition and the next occlusion partition is the next occlusion partition entry for the train.
  • the train driver cannot clearly determine whether there is an obstacle between the front end of the train and the entrance of the next occlusion section or cannot clearly determine whether the area between the front end of the train and the entrance of the next occlusion partition is in an idle state, and feedback the indicated area to the ATP system through the DMI. Information with unclear status.
  • the ATP system switches to the CTCS-3 train control system at the boundary of the current occlusion zone and the next occlusion zone, the entrance to the next occlusion zone.
  • Step 211 The ATP system controls the train to stop running when the train driver feedback information indicates that the area between the train front end and the next occlusion partition entrance is in an occupied state.
  • the ATP system defaults that the train driver cannot confirm that the train front end to the next occlusion partition entrance area is idle. State, to avoid safety hazards, the ATP system switches to the CTCS-3 train control system at the boundary between the current occlusion zone of the train and the next occlusion zone.
  • the ATP system after receiving the driving switching instruction of the RBC, the ATP system outputs a prompt message to the train driver through the DMI, prompting the train driver to confirm the state of the area between the front end of the train and the entrance of the next blocked partition.
  • the train driver feedback information received by the DMI it is determined whether the area between the train front end and the next occlusion partition entrance is idle, thereby determining whether to immediately switch to the CTCS-3 level train control system operation, or to the current occlusion zone and the next occlusion The boundary of the partition is switched to the CTCS-3 train control system.
  • the DMI When the ATP system outputs the prompt information through the DMI, according to the first distance sent by the RBC, the DMI outputs the prompt information when the train travels to the position, and the ATP system controls the DMI on the train through the second distance issued by the RBC. Stop the output of the prompt message when driving to which position.
  • FIG. 3 is a schematic structural diagram of Embodiment 1 of a train control system switching device according to the present invention.
  • the train control system switching device provided by the embodiment of the present invention may be a component of the ATP.
  • the train control system switching apparatus provided by the embodiment of the present invention includes: a receiving module 31, a status confirming module 32, and a switching module 33.
  • the receiving module 31 is configured to receive, when the CTCS-2 level train control system controls the train operation, the driving switching indication that is sent by the RBC, including the CTCS-3 level driving permission and the area status confirmation indication.
  • the status confirmation module 32 is configured to confirm the status of the area from the front end of the train to the entrance of the next blocked partition according to the status confirmation indication received by the receiving module 31, to confirm whether the area from the front end of the train to the entrance of the next blocked partition is in an idle state. .
  • the switching module 33 is configured to switch to the CTCS-3 train control system to control the train operation according to the regional state between the train front end and the next closed partition entrance determined by the status confirmation module 32 and the CTCS-3 level driving permission.
  • the CTCS-3 class driving permit After the CTCS-3 class driving permit, according to the regional status confirmation indication issued by the RBC, first confirm whether the state of the train front to the next blocked partition entry area is idle, and then decide when to switch from the CTCS-2 level according to the confirmed regional status.
  • the CTCS-3 train control system operates. Since the switching to the CTCS-3 train control system is determined by the regional status determination, the driving efficiency and driving safety of the ATP system are improved.
  • the status confirmation module 32 includes: a prompt unit 321 and a status confirmation unit 322.
  • the prompting unit 321 is configured to output, according to the regional status confirmation indication, the prompt information by using the driver vehicle interface, the prompt information is used to prompt the user to receive the CTCS-3 level driving permission, and prompt the between the train front end and the next occlusion partition entrance. The status of the area is confirmed.
  • the prompting unit 321 is specifically configured to carry the first distance information and the regional status confirmation indication
  • the second distance information is outputted by the driver onboard interface according to the area status confirmation indication, starting from the nearest relevant transponder group, after the train travels the distance indicated by the first distance information;
  • the area status confirmation instruction starts at a position of the train when the prompt information is output from the driver vehicle interface, and stops driving the prompt information after the train travels the distance indicated by the second distance information.
  • the status confirming unit 322 is configured to, after the prompting unit 321 outputs the prompt information, determine the state of the area between the front end of the train and the entrance of the next blocked partition according to the train driver feedback information received by the driver's vehicle interface.
  • the switching module 33 includes: a first switching unit 331 and a second switching unit 332.
  • the first switching unit 331 is configured to immediately switch to the CTCS-3 according to the CTCS-3 level driving permission when the status confirming unit 322 confirms that the area between the train front end and the next blocked partition entrance is in an idle state according to the train driver feedback information.
  • Class train control system operation
  • the second switching unit 332 is configured to: when the state confirmation unit 322 cannot determine that the state of the area between the train front end and the next occlusion partition entrance is in an idle state according to the train driver feedback information, according to the CTCS-3 level driving permission, Switch to the CTCS-3 class train control system at the boundary of the current occlusion zone and the next occlusion zone.
  • the switching module 33 may further include: a third switching unit 333.
  • the third switching unit 333 is configured to: after outputting the prompt information to the distance indicated by the second distance information of the train, if the train driver feedback information is not received through the driver vehicle interface, according to the CTCS-3 class driving Permitted to switch to the CTCS-3 class train control system at the boundary of the current occlusion zone and the next occlusion zone.
  • the prompting unit outputs the prompt information to the driver through the driver vehicle interface to prompt the driver to confirm whether the area between the train front end and the next occlusion partition entrance is idle after receiving the CTCS-3 level driving license.
  • the driver can return train driver feedback via DMI.
  • the train control system switching device can be confirmed The state of the zone between the front end of the train and the entrance of the next occlusion zone is determined, and then it is decided according to the confirmed zone state to switch from the CTCS-2 level to the CTCS-3 class train control system.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention porte sur un procédé et un dispositif pour commuter les systèmes de commande d'un train. Le procédé est le suivant : lorsqu'un système de commande de train de niveau CTCS-2 commande la marche d'un train, recevoir une instruction de commutation de mouvement émise par un RBC et comprenant une autorisation de mouvement du niveau CTCS-3 et une instruction de détermination de l'état de la zone; en fonction de l'instruction de détermination de l'état de la zone, déterminer l'état de la zone entre l'extrémité avant du train et l'entrée d'une nouvelle section de bloc, de manière à déterminer si la zone entre l'extrémité avant du train et l'entrée dans la section de bloc suivante est dans un état inactif; et en fonction de l'état de la zone comprise entre l'extrémité avant du train et l'entrée de la section de bloc suivante et en fonction de l'autorisation de mouvement du niveau CTCS-3, commuter vers un système de commande de train du niveau CTCS-3 pour commander la marche du train. La présente invention améliore l'efficacité et la sûreté de la marche du train lorsqu'un système commute du niveau CTCS-2 au niveau CTCS-3 pour la marche.
PCT/CN2011/080012 2011-09-22 2011-09-22 Procédé et dispositif pour commuter les systèmes de commande d'un train Ceased WO2012149761A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN2011800018758A CN102387953B (zh) 2011-09-22 2011-09-22 列车控制系统切换方法及装置
PCT/CN2011/080012 WO2012149761A1 (fr) 2011-09-22 2011-09-22 Procédé et dispositif pour commuter les systèmes de commande d'un train

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PCT/CN2011/080012 WO2012149761A1 (fr) 2011-09-22 2011-09-22 Procédé et dispositif pour commuter les systèmes de commande d'un train

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