Long grade railway train control method and device

Abstract

The present application relates to long and large gradient railway train control method, including the following steps: obtaining train traction constant and line gradient information, real-time obtaining train position and speed information; when train uphill deceleration operation, namely vehicle-mounted control curve is in target speed monitoring area curve, the parking position of long and large uphill gradient train which can restart after parking is calculated; wherein, the altitude of long and large gradient is not less than 4000m; the absolute value of long and large gradient is not less than thirty per thousand; the present application calculates through train vehicle-mounted starting curve, on the basis of existing train control dynamic curve, through obtaining line gradient information, formulating hyperbolic model to determine train long and large ramp parking and restart scheme in high altitude area.

Description

Technical Field

[0001] This invention belongs to the field of railway train control technology, and particularly relates to a method and device for controlling trains on long-gradient railways. Background Technology

[0002] According to the plan, China's railway train control system has CTCS levels 0-4. Conventional railways use CTCS level 0, while high-speed railways use CTCS level 2 / 3. CTCS level 0 / 2 / 3 are all fixed block systems. CTCS-N (a new type of train control system) which is currently under testing is a moving block system. This system meets some of the technical characteristics specified in CTCS level 4.

[0003] The train control system is divided into two main parts: on-board equipment and ground equipment. The equipment composition of each system in CTCS0-4 level is not exactly the same, but the logic of train control calculation of the on-board equipment of the CTCS0-4 level train control system is basically the same. They all calculate the target distance braking mode curve based on the clear status of the block ahead (fixed block) or the position of the rear of the train ahead (moving block) to ensure the safety of train braking. At present, the CTCS0 / 2 / 3 system is mature and ensures the safe and reliable transportation of the national railway.

[0004] Currently, even railways at relatively low altitudes in China have steep gradients. Both high-speed and conventional trains have solutions to ensure that trains can smoothly navigate the gradients after stopping in sections.

[0005] 1) Conventional railways

[0006] Conventional railways use the CTCS0-level train control system. At the entrance of a block section, there is a pass signal. In block sections with long uphill slopes, an additional permission signal light is installed on the pass signal. When the red light of this signal is on, an additional permission signal is illuminated, allowing the conventional train to travel at a low speed without stopping. The driver can observe the track conditions ahead and stop at any time. This operating mode is generally used more often when diesel locomotives are used. After the successful application of electric locomotives in my country, the problem of not being able to start after stopping has been basically eliminated.

[0007] 2) High-speed railway

[0008] High-speed railways use the CTCS2 / 3 level train control system. Because they use distributed power EMUs, the EMUs have sufficient power and there is no problem of not being able to start after stopping, provided that the block section is set up reasonably.

[0009] (3) Problems encountered after stopping on long gradients on plateau railways

[0010] The plateau railways in western my country climb from low to high altitudes, with gradients reaching as high as 30 per thousand. It is difficult to build power transmission lines on plateau railways, making electrification impossible. Diesel locomotives are used, but due to the significant reduction in oxygen concentration at high altitudes, the traction capacity of diesel locomotives is greatly affected.

[0011] To minimize equipment maintenance on high-altitude railways, trackside equipment is reduced, and moving block signaling is generally used in train control systems. This ensures safety while reducing trackside equipment and maintenance workload. The working principle of moving block signaling is that the following train tracks the rear of the preceding train. Once the preceding train stops, the following train outputs a braking command according to the target distance pattern curve, bringing the train to a stop. However, if the train stops on a long uphill gradient, restarting is very difficult, or even impossible, requiring rescue. Currently, during the construction of the Sichuan-Tibet Railway, the practical engineering problem of a 30‰ gradient was encountered. Using conventional moving block signaling, once the onboard equipment calculates and outputs braking, and the train stops on a 30‰ uphill gradient, restarting is virtually impossible. The traction capacity of currently operating diesel locomotives in my country cannot meet the requirements of the Sichuan-Tibet Railway's operating environment. Summary of the Invention

[0012] While onboard equipment can ensure train safety by braking according to the target distance curve, the driving permit endpoint calculated by the onboard braking cannot account for whether the stopping position is within a long uphill gradient. Stopping on a long gradient can lead to difficulties in starting the train and cause operational interruptions. To solve this technical problem, this invention proposes a train control method for long-gradient railways. By adding a scheme to the train's onboard equipment to calculate the train's starting curve after stopping, the engineering design problem of difficult stopping and starting on long-gradient lines is solved.

[0013] The technical problem solved by this invention is achieved through the following technical solution:

[0014] The train control method for long-gradient railways includes the following steps:

[0015] Obtain train traction setpoint and track gradient information, and obtain train position and speed information in real time;

[0016] When the train is decelerating uphill, i.e. when the onboard control curve is in the target speed monitoring zone, the stopping position of the train ahead with a long uphill slope that can stop and restart is calculated.

[0017] Wherein, the altitude of the long slope is not less than 4000m; the absolute value of the slope of the long slope is not less than 30 per thousand.

[0018] Furthermore, the method for calculating the stopping and restarting position of the train after crossing a long uphill slope when the train is decelerating uphill, i.e., when the onboard control curve is in the target speed monitoring zone curve, is as follows:

[0019] Obtain the most unfavorable critical starting position S for parking, and compare the most unfavorable critical starting position S with the driving permit endpoint position A;

[0020] Using the direction of travel as a reference, if the end point A of the travel permit is inside the most unfavorable critical starting position S, then the end point A of the travel permit is maintained as the stopping position; if the end point A of the travel permit is outside the most unfavorable critical starting position S, under the premise of ensuring safety and allowing braking force, the stopping point of the train is controlled to not exceed the most unfavorable critical starting position S, so as to ensure that the train can be restarted after stopping.

[0021] Furthermore, the destination position A of the train operation permit is obtained through the train braking curve.

[0022] Furthermore, the most unfavorable critical starting position S for stopping is obtained by comprehensively calculating the train traction constant obtained in advance, the stored track gradient information, and the real-time train position and speed information.

[0023] The train control device for long-gradient railways includes the following modules:

[0024] The information acquisition module is used to acquire train traction constant and track gradient information, and to acquire train position and speed information in real time.

[0025] The stopping position determination module is used to calculate the stopping position where the train can stop and restart when it is decelerating uphill, i.e. when the on-board control curve is in the target speed monitoring zone curve.

[0026] Wherein, the altitude of the long slope is not less than 4000m; the absolute value of the slope of the long slope is not less than 30 per thousand.

[0027] A computing device, comprising:

[0028] One or more processing units;

[0029] A storage unit is used to store one or more programs.

[0030] When the one or more programs are executed by the one or more processing units, the one or more processing units execute the long gradient railway train control method.

[0031] A computer-readable storage medium having processor-executable non-volatile program code, wherein the computer program, when executed by a processor, implements the steps of the above-described long-gradient railway train control method.

[0032] The advantages and positive effects of this invention are:

[0033] Currently, existing moving block train braking curves only consider the position of the preceding train when calculating the train braking curve. However, in situations with altitudes exceeding 4000m and insufficient traction capacity of diesel locomotives, the locomotives cannot restart normally on long, steep slopes once stopped. This invention calculates the train's onboard starting curve. Based on existing train control braking curves, it uses a hyperbolic model obtained from the track gradient information to determine the train's stopping and restarting schemes on long, steep slopes in high-altitude areas. Furthermore, to achieve calculations combining hyperbolic information, it proposes two onboard hardware configuration schemes for starting curves based on existing train control equipment. This realizes a new approach to calculating stopping and starting positions on long, steep railway lines, solving the engineering design problem of difficult stopping and starting on long, steep tracks. Attached Figure Description

[0034] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. However, it should be understood that these drawings are designed for illustrative purposes only and are not intended to limit the scope of the present invention. Furthermore, unless specifically indicated, these drawings are intended only to conceptually illustrate the structural construction described herein and are not necessarily drawn to scale.

[0035] Figure 1 This is a schematic diagram of a commonly used braking curve provided in the background art of this invention;

[0036] Figure 2 This is a schematic diagram of the execution curve after the startup curve calculation optimization provided in Embodiment 1 of the present invention;

[0037] Figure 3 This is a schematic diagram of the execution curve when the start-up curve calculation exceeds the ATP protection range, as provided in Embodiment 1 of the present invention.

[0038] Figure 4 This is a schematic diagram of the hardware overlay scheme for calculating the startup curve provided in Embodiment 2 of the present invention;

[0039] Figure 5 This is a schematic diagram of the startup curve calculation software fusion scheme provided in Embodiment 2 of the present invention;

[0040] in, Figure 1 The EOA point in the middle indicates the end point of the driving permit; Detailed Implementation

[0041] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0042] like Figures 1 to 5The train control method for long-gradient railways provided in this embodiment includes the following steps:

[0043] Obtain train traction setpoint and track gradient information, and obtain train position and speed information in real time;

[0044] When the train is decelerating uphill, i.e. when the on-board control curve is in the target speed monitoring zone, the stopping position that can be stopped and restarted after crossing the long uphill slope ahead is calculated.

[0045] Wherein, the altitude of the long slope is not less than 4000m; the absolute value of the slope of the long slope is not less than 30 per thousand.

[0046] The method for calculating the stopping and restarting position of the train when it is decelerating uphill, i.e., when the onboard control curve is in the target speed monitoring zone curve, is as follows:

[0047] Obtain the most unfavorable critical starting position S for parking, and compare the most unfavorable critical starting position S with the driving permit endpoint position A;

[0048] Using the direction of travel as a reference, if the end point A of the travel permit is inside the most unfavorable critical starting position S, then the end point A of the travel permit is maintained as the stopping position; if the end point A of the travel permit is outside the most unfavorable critical starting position S, under the premise of ensuring safety and allowing braking force, the stopping point of the train is controlled to not exceed the most unfavorable critical starting position S, so as to ensure that the train can be restarted after stopping.

[0049] It should be noted that the end point A of the train operation permit is obtained through the train braking curve; the most unfavorable critical starting position S of stopping is obtained by comprehensively calculating the train traction constant obtained in advance, the stored track gradient information, and the real-time train position and speed information.

[0050] In this embodiment, the specific train control method for long-gradient railways includes the following:

[0051] Principles for generating and calculating the startup curve:

[0052] The starting curve refers to the curve that enables a diesel locomotive to start running from zero at an altitude of not less than 4000m. By acquiring track gradient information, real-time train speed and position information, and within a certain range before and after the end point A of the real-time changing train control and braking curve, the most unfavorable critical starting position S for stopping is found. Positions exceeding the most unfavorable critical starting position S are all unfavorable stopping positions. By stopping the train at a position not exceeding the most unfavorable critical starting position S, the train can be restarted under conditions that do not exceed the current train traction capacity and track gradient.

[0053] It should be noted that the start-up curve calculation requires prior acquisition of train traction constants, storage of track gradient information, and real-time acquisition of train position and speed information. The start-up curve calculation module calculates the curve in real time based on the train traction constants, stored track gradient, train position, and speed information. When the train is running normally, i.e., when the onboard control curve is in the overhead area (when the train is running normally without braking), the start-up curve is not calculated. When the train is decelerating, i.e., when the onboard control curve is in the target speed monitoring area, the start-up curve calculation is performed to determine the stopping position after crossing the long uphill slope ahead.

[0054] When running downhill, the startup curve is not calculated.

[0055] Relationship between the start-up curve and the braking curve:

[0056] The braking curve is responsible for overspeed protection safety of the train, while the starting curve is only responsible for calculating the most unfavorable critical starting position for stopping. The onboard computer compares the most unfavorable critical starting position for stopping calculated by the starting curve with the end point of the train's travel permit (EOA point) calculated by the braking curve. Using the direction of travel as a reference, if the EOA point is inside the starting position point, the EOA point determined by the braking curve is maintained; if the EOA point is outside the starting position point, under the premise of ensuring safety and allowing braking force, the end point of the train's travel permit of the braking curve should be contracted to a stopping position that can be restarted after stopping.

[0057] Example 2

[0058] Since the start-up curve calculation requires considerable onboard computer resources, the computing power requirements of the onboard computer are increased. Since the start-up curve calculation location is only for convenient train stopping and restarting and has nothing to do with driving safety, the computer hardware requirements may not meet the SIL4 level requirements.

[0059] There are two hardware setup options for initiating curve calculation:

[0060] Option 1:

[0061] Add a starting curve calculation module to the vehicle. The computer safety integrity of this module should be no less than the SIL2 level. This module shares train position and speed information with ATP and stores the length and gradient information of the entire line. The module communicates with the ATP on-board equipment through the on-board bus.

[0062] Option 2:

[0063] The start curve calculation software was added to the onboard computer equipment. The calculation results of this software are transmitted between the ATP protection software module and the original ATP storage module, which stores train position information and train speed information. It is only necessary to add storage for the length and gradient information of the entire line to form a dual task, thus avoiding the transmission of speed and position information.

[0064] The dispatching and command system is responsible for the dispatching and command of the entire transportation line. Under normal circumstances, it should try to avoid situations where trains stop and cannot be started, which would cause chaos in the entire transportation organization. The onboard start-up curve should be transmitted wirelessly to the dispatch center in a timely manner, allowing dispatchers to supervise the driver's execution through vehicle-to-ground communication, ensuring closed-loop management of equipment, drivers, and dispatching.

[0065] Example 3

[0066] The train control device for long-gradient railways provided in this embodiment includes the following modules:

[0067] The information acquisition module is used to acquire train traction constant and track gradient information, and to acquire train position and speed information in real time.

[0068] The parking position determination module is used to calculate the parking position that can be stopped and restarted after crossing a long uphill slope when the train is decelerating uphill, i.e. when the on-board control curve is in the target speed monitoring zone curve.

[0069] Wherein, the altitude of the long slope is not less than 4000m; the absolute value of the slope of the long slope is not less than 30 per thousand.

[0070] This embodiment also provides a computing device, including:

[0071] One or more processing units;

[0072] A storage unit is used to store one or more programs.

[0073] When the one or more programs are executed by the one or more processing units, the one or more processing units execute the long gradient railway train control method in this embodiment. It should be noted that the computing device may include, but is not limited to, processing units and storage units. Those skilled in the art will understand that the inclusion of processing units and storage units in the computing device does not constitute a limitation on the computing device. It may include more components, or combine certain components, or different components. For example, the computing device may also include input / output devices, network access devices, buses, etc.

[0074] A computer-readable storage medium having processor-executable non-volatile program code, wherein the computer program, when executed by a processor, implements the steps of the long-gradient railway train control method of this embodiment. It should be noted that the readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. The program contained on the readable medium can be transmitted using any suitable medium, including, but not limited to, wireless, wired, optical fiber, RF, etc., or any suitable combination thereof. For example, the program code for performing the operations of this invention can be written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Java, C++, etc., and conventional procedural programming languages ​​such as C or similar programming languages. The program code can be executed entirely on a user's computing device, partially on a user's device, as a standalone software package, or entirely on a remote computing device or server. In cases involving remote computing devices, the remote computing devices can be connected to the user's computing device via any type of network—including a local area network (LAN) or a wide area network (WAN), or they can be connected to an external computing device (e.g., via the Internet using an Internet service provider).

[0075] The above embodiments have provided a detailed description of the present invention, but the content described is only a preferred embodiment of the present invention and should not be considered as limiting the scope of the present invention. All equivalent variations and improvements made within the scope of the present invention should still fall within the patent coverage of the present invention.

Claims

1. A train control method for long-gradient railways, characterized in that, Includes the following steps: Obtain train traction setpoint and track gradient information, and obtain train position and speed information in real time; When the train is decelerating uphill, i.e. when the onboard control curve is in the target speed monitoring zone, the stopping position where the train can stop and restart after a long uphill gradient is calculated. Wherein, the altitude of the long slope is not less than 4000m; the absolute value of the slope of the long slope is not less than 30 per thousand; The method for calculating the stopping and restarting position of the train when it is decelerating uphill, i.e., when the onboard control curve is in the target speed monitoring zone curve, is as follows: Obtain the most unfavorable critical starting position S for parking, and compare the most unfavorable critical starting position S with the driving permit endpoint position A; Using the direction of travel as a reference, if the end point A of the travel permit is inside the most unfavorable critical starting position S, then the end point A of the travel permit is maintained as the stopping position; if the end point A of the travel permit is outside the most unfavorable critical starting position S, under the premise of ensuring safety and braking force, the stopping point of the train is controlled to not exceed the most unfavorable critical starting position S, so as to ensure that the train can be restarted after stopping. The destination position A of the train operation permit is obtained through the train braking curve; The most unfavorable critical starting position S for stopping is obtained in real time by acquiring the train traction constant, storing track gradient information, and obtaining train position and speed information in advance.

2. A train control device for long-gradient railways, used to implement the method described in claim 1, characterized in that, Includes the following modules: The information acquisition module is used to acquire train traction constant and track gradient information, and to acquire train position and speed information in real time. The parking position determination module is used to calculate the parking position that can be stopped and restarted after crossing a long uphill slope when the train is decelerating uphill, i.e. when the on-board control curve is in the target speed monitoring zone curve. Wherein, the altitude of the long slope is not less than 4000m; the absolute value of the slope of the long slope is not less than 30 per thousand.

3. A computing device, characterized in that: include: One or more processing units; A storage unit is used to store one or more programs. Wherein, when the one or more programs are executed by the one or more processing units, the one or more processing units perform the method as described in claim 1.

4. A computer-readable storage medium having processor-executable non-volatile program code, characterized in that, When a computer program is executed by a processor, it implements the steps of the method as described in claim 1.

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