Mixing method of movement authorities during zone switching

Abstract

The invention provides a mixing method of movement authorities during train zone switching. The mixing method comprises mixing of movement authorities of a transfer ZC (Zone Controller) and mixing of movement authorities of a takeover ZC; the movement authority mixing mode is based on a co-administration zone idea, the state of mixed MA (Movement Authority) wayside equipment is determined by combining the MA1 calculated by the transfer ZC and the MA2 calculated by the takeover ZC after the MA mixing destination is determined, so that the state change of the equipment in the co-administration area can be monitored in real time when the transfer ZC and the takeover ZC calculate corresponding mixed MAs, and therefore the response time of a system on equipment fault is prolonged; and the MA of the transfer ZC and the MA of the takeover ZC, which are generated for a train, are consistent, so that the situation that the train is suddenly decelerated, even emergently braked is avoided, and therefore the system safety is ensured.

Description

technical field [0001] The invention relates to the technical field of train control, in particular to a hybrid method of movement authorization during zone switching. Background technique [0002] With the rapid development of urban rail transit, communication-based train control (CBTC) systems have been used more and more widely. The zone controller (ZC) is the core subsystem of the CBTC system. It calculates the movement authorization (MA ), to control the safe operation of the train. [0003] In longer subway lines, multiple zone controllers are generally arranged. During the running of the train, through the exchange of train and trackside information between the two zone controllers (ZC), the train is jointly controlled to pass through the border area of ​​the two zone controllers (ZC) safely, at high speed and seamlessly. The process is called a zone switch. In the present invention, the ZC that the train will leave is called the handover ZC, and the ZC that the t...

AI Technical Summary

Problems solved by technology

[0006] 1) When taking over the ZC to calculate MA2 for the train, the starting point is from the demarcation point A, which can only guarantee the safety within the range from the demarcation point A to the end point of MA2, and cannot fully consider the impact of various fault scenarios on MA2 within the range of the handover ZC influences

When the status of obstacles within the range of the handover ZC changes (such as figure 1 When the middle turnout W1 is a turnout), the MA1 calculated by the handover ZC for the train can be withdrawn in time, but in the takeover of the ZC, MA2 cannot be revoked in time due to the inability to check the obstacle status within the handover ZC range, which may affect driving safety

[0007] 2) When the train is upgraded to CBTC mode at the demarcation point A, if there is a signal machine at the demarcation point A (such as figure 1 middle signal S2), and before upgrading to CBTC mode, the train is already in the point ATP mode, and the end point of the point MA is at the signal S3; the farthest MA1 calculated for the train due to the transfer of ZC can only extend to the demarcation point A , after the train receives the MA1 sent by the handover ZC in this period, the length of MA1 calculated by the handover ZC for the train may be shorter than the point-type MA that the train is using, causing the train to suddenly decelerate or even brake suddenly, reducing the availability of the system

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