A method for designing the unlocking time of protected sections under point-based backup mode

Abstract

This invention discloses a method for designing the unlocking time of a protected section under a point-based backup mode, relating to the technical field of urban rail transit signaling systems. The unlocking time of the protected section is managed by the ground interlocking system, and the time required from the start of unlocking timing to completion is a set value. This set value is greater than or equal to a safe unlocking time value and less than or equal to an efficient unlocking time value. The efficiency unlocking time value is the sum of the train's running time, station dwell time, and turnaround operation waiting time within the route; the safe unlocking time value is the sum of the ground interlocking subsystem response time, the effective time of the train's automatic protection subsystem variables, and the emergency braking time. Therefore, the set value is related to the train's running time, station dwell time, and turnaround operation waiting time within the route, as well as the ground interlocking subsystem response time, the effective time of the train's automatic protection subsystem variables, and the emergency braking time, fully considering safety risks and turnaround capabilities.

Description

Technical Field

[0001] This invention relates to the field of urban rail transit signaling system technology, and more specifically to a method for designing the unlocking time of a protected section under the point-based backup mode of an urban rail transit signaling system. Background Technology

[0002] Urban rail transit is characterized by its large capacity, high speed, safety, punctuality, and energy efficiency. In terms of construction sequence, the lines, tracks, bridges, and platforms are built first. Then, the signaling system sets time parameters based on factors such as line speed limits, platform locations, and section lengths. The effectiveness of these settings directly impacts the turnaround capacity and project investment in the point-to-point backup mode.

[0003] Point-based backup mode is a degraded operation mode for signaling systems. When vehicle-to-ground wireless communication fails and the signaling system cannot operate in normal mode, operation can be organized through point-based backup mode.

[0004] Because there is no vehicle-to-ground communication in the point-based backup mode, the unlocking time of the protected section managed by the ground interlocking system must fully consider train operation; that is, the unlocking time of the protected section should be longer than the validity time of the variables managed by the onboard ATP system. The interlocking system starts the unlocking time (countdown) by determining whether a train occupies the inner section of the route. Only after the protected section is unlocked can the switches within the protected section be operated by other commands. The onboard ATP system refreshes the validity time of onboard variables by reading trackside beacons. See details. Figure 1 .

[0005] To improve the turnaround capability in point-based backup mode, the unlocking time of the protected section is often shortened as much as possible, which requires more active beacons in the orbit, thus increasing engineering investment.

[0006] To save on engineering investment, active beacons are often deployed as few as possible on the track, which will increase the unlocking time of the protected section in the point backup mode, thereby reducing the turnaround capability.

[0007] To improve the turnaround capability in the point-based backup mode and save investment, if the unlocking time of the protected area is shortened without the deployment of active beacons, the unlocking time may be shorter than the effective time of the variable, which may pose a safety risk. Summary of the Invention

[0008] To overcome the shortcomings of the existing technology, this invention discloses a method for designing the unlocking time of a protected section under a point-based backup mode. The purpose of this invention is to solve the problem of the relationship between the unlocking time of the protected section and engineering investment, turnaround capacity, and safety risks in the existing technology. In this invention, the unlocking time of the protected section is managed by the ground interlocking system, and the time required from the start of unlocking to the completion of unlocking is a set value. This set value is related to the train's running time within the route, station dwell time, turnaround operation waiting time, ground interlocking system response time, variable validity time, and emergency braking time, fully considering issues such as engineering investment, turnaround capacity, and safety risks. Compared with the existing technology, this invention has the advantages of balancing improved turnaround capacity and reduced investment under the point-based backup mode, while also considering driving safety and operational efficiency, and is applicable to both manned and unmanned lines.

[0009] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0010] A method for designing the unlocking time of a protected section under a point-based backup mode is provided. The method is as follows: In the point-based backup mode of urban rail transit, the unlocking time of the protected section is managed by the ground interlocking subsystem. The time required for the protected section to unlock from the start of the unlocking timer to the completion of the unlocking is a set value. The set value is greater than or equal to the safe unlocking time value to avoid safety risks to the train, and less than or equal to the unlocking time efficiency value for the train to carry out turnaround operations.

[0011] In the above method, the unlocking time security value is less than or equal to the unlocking time efficiency value.

[0012] (1) Unlock time efficiency value Ta

[0013] Preferably, the unlocking time efficiency value is the sum of the train's running time within the route, its stop time, and its turnaround operation waiting time.

[0014] In this invention, the unlocking time efficiency value ensures optimal turnaround capability of the train in point-to-point backup mode, that is, the train departs as soon as possible to carry out turnaround operations after completing passenger boarding and alighting at the platform. Therefore, the unlocking time efficiency value should be the sum of the train's running time within the route, its stopping time, and its turnaround operation waiting time. That is, unlocking time efficiency value Ta = train running time within the route T1 + stopping time T2 + turnaround operation waiting time T3.

[0015] In this invention, the unlocking time efficiency value is the sum of the train's running time, stopping time, and turnaround operation waiting time within the route, ensuring that the train's turnaround capability is optimal in the point-to-point backup mode. It utilizes existing active beacons and does not require the addition of more active beacons, thus avoiding any increase in engineering investment.

[0016] In this invention, when the set value is less than or equal to the unlocking time efficiency value (i.e., T≤Ta), the train turnaround capability meets the operational requirements.

[0017] (2) Unlock time security value Tb

[0018] Preferably, the unlocking time safety value is the sum of the ground interlocking subsystem response time, the train automatic protection subsystem variable validity time, and the emergency braking stop time.

[0019] In this invention, the aforementioned unlocking time safety value ensures the system's safety in point-based backup mode. That is, the unlocking time should be greater than the variable's effective time, taking into account the time required to trigger emergency braking in the worst-case scenario due to the variable's effective time running out. Therefore, the unlocking time safety value should be the sum of the ground interlocking system response delay, the variable's effective time, and the emergency braking time. Specifically, the unlocking time safety value Tb = ground interlocking system response delay T4 + variable's effective time T5 + emergency braking time T6.

[0020] In the point-based backup mode, there is no communication connection between the train and the ground. Information can only be transmitted unidirectionally to the onboard ATP subsystem via beacons. To ensure train safety, the onboard ATP subsystem can continuously control train operation, and the train will not stop even if the ground interlocking subsystem has unlocked the protected section, which poses a risk of derailment. In this invention, when the set value is greater than or equal to the unlocking time safety value (i.e., T≥Tb), the train has completely stopped before the ground interlocking subsystem unlocks the switches in the protected section, eliminating the risk of derailment.

[0021] Therefore, the unlocking time safety value Tb ≤ the set value T ≤ the unlocking time efficiency value Ta. When the set value is within this range, both safety and efficiency requirements can be met.

[0022] In this invention, the values ​​of the unlocking time safety value Tb and the unlocking time efficiency value Ta need to be calculated based on the specific characteristics of the line, including vehicle parameters, line gradient, beacon layout, etc. This invention focuses on a calculation method, and specific calculations are performed in specific subway projects.

[0023] Preferably, the effective time of the train automatic protection subsystem variable is the maximum value of the time the train travels between any two consecutive beacons along the entire line.

[0024] In this invention, the validity period of the variable in the onboard ATP subsystem is refreshed every time the train passes a ground beacon. The signal driving mode is only valid during the validity period of the variable; otherwise, the train will trigger emergency braking. Therefore, the running time between two consecutive beacons is set as the validity period of the variable. When the validity period of the variable is the maximum value of the running time between any two consecutive beacons along the entire line, driving safety is ensured.

[0025] Preferably, if there is a platform between two consecutive beacons, the train travel time between the two beacons containing the platform is the sum of the train travel time between the two beacons and the station stop time; in this case, the effective time of the variable is the maximum value of the train travel time between the two beacons containing the platform and the train travel time between the other two beacons.

[0026] In this invention, the effective time T5 of the variable is the maximum value of the time the train travels between any two consecutive beacons along the entire line. If there is a platform between the two consecutive beacons, the platform stopping time T2 needs to be added. The effective time T5 of the variable is max(t1, t2 + T2).

[0027] Preferably, when the unlocking time efficiency value is less than the unlocking time safety value, the effective time of the train automatic protection subsystem variable is reduced by arranging encrypted beacons, so as to reduce the unlocking time safety value and make the unlocking time safety value less than or equal to the unlocking time efficiency value.

[0028] In the above method, when the unlocking time efficiency value Ta is less than the unlocking time security value Tb, the set value T cannot be calculated. Therefore, it is necessary to reduce the effective time T5 of the variable by arranging encrypted beacons, thereby reducing the unlocking time security value Tb, and finally achieving an unlocking time efficiency value Ta greater than or equal to the unlocking time security value Tb.

[0029] Secondly, based on the aforementioned design method for unlocking the protected section, this invention also provides a train automatic control system in a point-based backup mode, comprising:

[0030] An Automatic Train Protection (ATP) subsystem installed on the train is used for train safety protection and is connected to an active beacon for communication.

[0031] An Automatic Train Operation (ATO) subsystem is installed on the train. The ATO subsystem is used for automatic train operation and is communicatively connected to the Automatic Train Protection (ATP) subsystem.

[0032] An interlocking subsystem (CI) is installed on the ground. The CI is used to manage trackside signaling equipment and is communicatively connected to the trackside electronic unit (LEU). The CI is equipped with the protection section unlocking time setting value in the above-mentioned protection section unlocking time design method.

[0033] The Automatic Train Monitoring Subsystem (ATS) is installed on the ground. The ATS is used for train operation planning and is connected to the Interlocking Subsystem (CI) in communication.

[0034] The trackside electronic unit (LEU) is installed on the ground. The LEU is used to encode the status of trackside signals and turnouts, and communicates with the active beacon and interlocking subsystem (CI).

[0035] In this invention, the above-mentioned protection section unlocking time design method is applied to the train automatic control system, which includes the train automatic protection subsystem ATP (onboard), the train automatic driving subsystem ATO (onboard), the interlocking subsystem CI (ground), the train automatic monitoring subsystem ATS (ground), and the trackside electronic unit LEU (ground).

[0036] Thirdly, based on the aforementioned automatic train control system, the present invention also provides an automatic train control method in a point-based backup mode, comprising the following steps:

[0037] S1. The Automatic Train Monitoring Subsystem (ATS) sends a route establishment command to the Interlocking Subsystem (CI) based on the train timetable and train location.

[0038] S2. After receiving the route establishment command, the ground interlocking subsystem CI checks the free status and turnout position conditions inside the route, establishes and locks the route, and sends the signal and turnout status to the active beacon after encoding by the trackside electronic unit LEU.

[0039] S3. When the train passes the active beacon, the status information of the signal and the turnout is read;

[0040] S4. The Automatic Train Protection (ATP) subsystem automatically calculates the speed protection curve based on the status information of the forward signal and turnout.

[0041] S5. The onboard train automatic driving subsystem (ATO) automatically calculates the speed operation curve based on the speed protection curve, and automatically stops at the next limit point while ensuring that the speed does not exceed the limit.

[0042] The beneficial effects of this invention are:

[0043] The method provided by this invention manages the unlocking time of the protected section through a ground interlocking system. The time required for the protected section to unlock from the start of the unlocking timer to its completion is a set value, which is greater than or equal to a safe unlocking time value and less than or equal to an efficient unlocking time value. The efficiency unlocking time value is the sum of the train's running time, stopping time, and turnaround operation waiting time within the route; the safe unlocking time value is the sum of the ground interlocking subsystem response time, the effective time of the train's automatic protection subsystem variables, and the emergency braking time. Therefore, the set value is related to the train's running time, stopping time, and turnaround operation waiting time within the route, as well as the ground interlocking subsystem response time, the effective time of the train's automatic protection subsystem variables, and the emergency braking time, fully considering factors such as engineering investment, turnaround capacity, and safety risks.

[0044] Compared with the prior art, this invention has the advantages of improving the turnaround capability in the point-to-point backup mode and reducing investment. In addition, it takes into account driving safety and operational efficiency, and is applicable to manned and unmanned routes. Attached Figure Description

[0045] Figure 1 This is a schematic diagram of the protected section of the present invention;

[0046] Figure 2 This is a schematic diagram illustrating the effective time of the variables in this invention;

[0047] Figure 3 This invention describes the information transmission process for the point-based backup mode. Detailed Implementation

[0048] The following will provide a clear and complete description of the concept, specific structure, and technical effects of the present invention in conjunction with the embodiments and accompanying drawings, so as to fully understand the purpose, features, and effects of the present invention.

[0049] Example 1

[0050] A method for designing the unlocking time of a protected section under a point-based backup mode is provided. The method is as follows: In the point-based backup mode of urban rail transit, the unlocking time of the protected section is managed by the ground interlocking subsystem. The time required for the protected section to unlock from the start of the unlocking timer to the completion of the unlocking is a set value. The set value is greater than or equal to the safe unlocking time value to avoid safety risks to the train, and less than or equal to the unlocking time efficiency value for the train to carry out turnaround operations.

[0051] In this embodiment, the unlocking time safety value is less than or equal to the unlocking time efficiency value. The unlocking time safety value Tb ≤ the set value T ≤ the unlocking time efficiency value Ta. When the set value is within this range, both safety and efficiency requirements are met. The values ​​of the unlocking time safety value Tb and the unlocking time efficiency value Ta need to be calculated based on the specific characteristics of the line, including vehicle parameters, line gradient, beacon layout, etc. This invention focuses on a calculation method; specific calculations are required for specific subway projects.

[0052] Example 2

[0053] This embodiment further improves the unlocking time efficiency value Ta based on embodiment 1. The unlocking time efficiency value is the sum of the train's running time, stopping time, and turnaround operation waiting time within the route.

[0054] In this embodiment, the unlocking time efficiency value ensures optimal turnaround capability for the train in point-to-point backup mode. That is, after completing passenger boarding and alighting operations at the platform, the train departs as soon as possible to begin turnaround operations. Therefore, the unlocking time efficiency value should be the sum of the train's running time within the route, its stopping time, and its turnaround operation waiting time. Specifically, the unlocking time efficiency value Ta = train running time within the route T1 + stopping time T2 + turnaround operation waiting time T3.

[0055] In this embodiment, the unlocking time efficiency value is the sum of the train's running time, stopping time, and turnaround operation waiting time within the route, ensuring that the train's turnaround capability is optimal in the point-to-point backup mode. It utilizes existing active beacons and does not require the addition of more active beacons, thus avoiding any increase in engineering investment.

[0056] In this embodiment, when the set value is less than or equal to the unlocking time efficiency value (i.e., T≤Ta), the train turnaround capability meets the operational requirements.

[0057] Example 3

[0058] This embodiment further improves the unlocking time safety value Tb based on embodiment 1. The unlocking time safety value is the sum of the ground interlocking subsystem response time, the train automatic protection subsystem variable effective time, and the emergency braking stop time.

[0059] In this embodiment, the safety value for the unlocking time ensures the system's safety in point-based backup mode. That is, the unlocking time should be greater than the variable's effective time, taking into account the time required to trigger emergency braking in the worst-case scenario due to the variable's effective time running out. Therefore, the safety value for the unlocking time should be the sum of the ground interlocking system response delay, the variable's effective time, and the emergency braking time. Specifically, the safety value for the unlocking time Tb = ground interlocking system response delay T4 + variable's effective time T5 + emergency braking time T6.

[0060] In the point-based backup mode, there is no communication connection between the train and the ground. Information can only be transmitted unidirectionally to the onboard ATP subsystem via beacons. To ensure train safety, the onboard ATP subsystem can continuously control train operation, and the train will not stop even if the ground interlocking subsystem has unlocked the protected section, which poses a risk of derailment. In this invention, when the set value is greater than or equal to the unlocking time safety value (i.e., T≥Tb), the train has completely stopped before the ground interlocking subsystem unlocks the switches in the protected section, eliminating the risk of derailment.

[0061] As an optimization in this embodiment, the effective time of the train automatic protection subsystem variable is the maximum value of the time the train travels between any two consecutive beacons along the entire line.

[0062] If there is a platform between two consecutive beacons, the train travel time between the two beacons containing the platform is the sum of the train travel time between the two beacons and the station stop time. In this case, the effective time of the variable is the maximum value of the train travel time between the two beacons containing the platform and the train travel time between the other two beacons.

[0063] In this embodiment, the validity period of the variable in the onboard ATP subsystem is refreshed every time the train passes a ground beacon. The signal driving mode is only valid if the variable validity period is within its lifespan; otherwise, the train will trigger emergency braking. Therefore, the running time between two consecutive beacons is set as the variable validity period. Driving safety is ensured when the variable validity period is the maximum value of the running time between any two consecutive beacons along the entire line.

[0064] In this embodiment, the effective time T5 of the variable is the maximum value of the time the train travels between any two consecutive beacons along the entire line. If there is a platform between the two consecutive beacons, the platform stopping time T2 needs to be added. The effective time T5 of the variable is calculated as max(t1, t2 + T2). Figure 2 As shown.

[0065] As an optimization scheme in this embodiment, when the unlocking time efficiency value is less than the unlocking time safety value, the effective time of the train automatic protection subsystem variable is reduced by arranging encrypted beacons, so as to reduce the unlocking time safety value and make the unlocking time safety value less than or equal to the unlocking time efficiency value.

[0066] In this embodiment, when the unlocking time efficiency value Ta is less than the unlocking time security value Tb, the set value T cannot be calculated. Therefore, it is necessary to reduce the effective time T5 of the variable by arranging encrypted beacons, thereby reducing the unlocking time security value Tb, and finally achieving an unlocking time efficiency value Ta that is greater than or equal to the unlocking time security value Tb.

[0067] Example 4

[0068] Based on the protection section unlocking time design method of any one of Embodiments 1-3, this embodiment provides a train automatic control system in a point-based backup mode, including:

[0069] An Automatic Train Protection (ATP) subsystem installed on the train is used for train safety protection and is connected to an active beacon for communication.

[0070] An Automatic Train Operation (ATO) subsystem is installed on the train. The ATO subsystem is used for automatic train operation and is communicatively connected to the Automatic Train Protection (ATP) subsystem.

[0071] An interlocking subsystem (CI) is installed on the ground. The CI is used to manage trackside signaling equipment and is communicatively connected to the trackside electronic unit (LEU). The CI is equipped with the protection section unlocking time setting value in the above-mentioned protection section unlocking time design method.

[0072] The Automatic Train Monitoring Subsystem (ATS) is installed on the ground. The ATS is used for train operation planning and is connected to the Interlocking Subsystem (CI) in communication.

[0073] The trackside electronic unit (LEU) is installed on the ground. The LEU is used to encode the status of trackside signals and turnouts, and communicates with the active beacon and interlocking subsystem (CI).

[0074] In this embodiment, the above-mentioned protection section unlocking time design method is applied to the train automatic control system, which includes the train automatic protection subsystem ATP (onboard), the train automatic driving subsystem ATO (onboard), the interlocking subsystem CI (ground), the train automatic monitoring subsystem ATS (ground), and the trackside electronic unit LEU (ground).

[0075] Example 5

[0076] Based on the train automatic control system of Embodiment 4, this embodiment provides a train automatic control method in a point-based backup mode, such as... Figure 3 As shown, it includes the following steps:

[0077] S1. The Automatic Train Monitoring Subsystem (ATS) sends a route establishment command to the Interlocking Subsystem (CI) based on the train timetable and train location.

[0078] S2. After receiving the route establishment command, the ground interlocking subsystem CI checks the free status and turnout position conditions inside the route, establishes and locks the route, and sends the signal and turnout status to the active beacon after encoding by the trackside electronic unit LEU.

[0079] S3. When the train passes the active beacon, the status information of the signal and the turnout is read;

[0080] S4. The Automatic Train Protection (ATP) subsystem automatically calculates the speed protection curve based on the status information of the forward signal and turnout.

[0081] S5. The onboard train automatic driving subsystem (ATO) automatically calculates the speed operation curve based on the speed protection curve, and automatically stops at the next limit point while ensuring that the speed does not exceed the limit.

[0082] The embodiments of the present invention have been described in detail above, but the present invention is not limited to the described embodiments. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of the present invention, and these equivalents or substitutions are all included within the scope defined by the claims of the present invention.

Claims

1. A method for designing the unlocking time of a protected section under a point-based backup mode, characterized in that, The design method is as follows: In the point-type backup mode of urban rail transit, the unlocking time of the protected section of the track is managed by the ground interlocking subsystem. The time required for the protected section from the start of unlocking to the completion of unlocking is a set value. The set value is greater than or equal to the safe unlocking time value to avoid safety risks to the train, and less than or equal to the unlocking time efficiency value for the train to carry out turnaround operations. The unlocking time efficiency value is the sum of the train's running time, stopping time, and turnaround operation waiting time within the route; The unlocking time safety value is the sum of the ground interlocking subsystem response time, the train automatic protection subsystem variable validity time, and the emergency braking stop time.

2. The method for designing the unlocking time of the protected area section as described in claim 1, characterized in that, The effective time of the train automatic protection subsystem variable is the maximum value of the time the train travels between any two consecutive beacons along the entire line.

3. The method for designing the unlocking time of the protected area section as described in claim 2, characterized in that, If there is a platform between two consecutive beacons, the train travel time between the two beacons containing the platform is the sum of the train travel time between the two beacons and the station stop time. At this point, the effective time of the variable is the maximum value of the train travel time between the two beacons where the platform is located and the train travel time between the other two beacons.

4. The method for designing the unlocking time of the protected area section as described in claim 2, characterized in that, When the unlocking time efficiency value is less than the unlocking time safety value, the effective time of the train automatic protection subsystem variables is reduced by arranging encrypted beacons, thereby reducing the unlocking time safety value and making it less than or equal to the unlocking time efficiency value.

5. A train automatic control system in a point-based backup mode, characterized in that, include: An Automatic Train Protection (ATP) subsystem installed on the train is used for train safety protection and is connected to an active beacon for communication. An Automatic Train Operation (ATO) subsystem is installed on the train. The ATO subsystem is used for automatic train operation and is communicatively connected to the Automatic Train Protection (ATP) subsystem. An interlocking subsystem (CI) is installed on the ground. The CI is used to manage trackside signaling equipment and is communicatively connected to the trackside electronic unit (LEU). The CI is equipped with a protection section unlocking time setting value as described in any one of claims 1-4 above. The Automatic Train Monitoring Subsystem (ATS) is installed on the ground. The ATS is used for train operation planning and is connected to the Interlocking Subsystem (CI) in communication. The trackside electronic unit (LEU) is installed on the ground. The LEU is used to encode the status of trackside signals and turnouts, and communicates with the active beacon and interlocking subsystem (CI).

6. A train automatic control method in point-based backup mode of the control system according to claim 5, characterized in that, Includes the following steps: S1. The Automatic Train Monitoring Subsystem (ATS) sends a route establishment command to the Interlocking Subsystem (CI) based on the train timetable and train location. S2. After receiving the route establishment command, the ground interlocking subsystem CI checks the free status and turnout position conditions inside the route, establishes and locks the route, and sends the signal and turnout status to the active beacon after encoding by the trackside electronic unit LEU. S3. When the train passes the active beacon, the status information of the signal and the turnout is read; S4. The Automatic Train Protection (ATP) subsystem automatically calculates the speed protection curve based on the status information of the forward signal and turnout. S5. The onboard train automatic driving subsystem (ATO) automatically calculates the speed operation curve based on the speed protection curve, and automatically stops at the next limit point while ensuring that the speed does not exceed the limit.

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