A train parking control method based on CTCS2+ATO train control system mobile authorization point withdrawal
By retracting the moving authorization point to inside the signal and generating a new braking curve in the CTCS2+ATO train control system, the problem of the moving authorization point being fixed outside the departure signal and unable to extend was solved, thereby extending the train's stopping distance and improving the efficiency of receiving trains, and meeting the requirements for safe stopping.
Patent Information
- Application Number
- CN202311069772.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- Filing Date
- 2023-08-24
- Publication Date
- 2025-12-19
- Estimated Expiration
- 2043-08-24
AI Technical Summary
In the existing CTCS2+ATO train control system, the mobile authorization point is fixed outside the departure signal and cannot be extended, which limits the reduction of the train's stopping distance and affects the efficiency of receiving trains.
By retracting the moving authorization point from outside the departure signal to inside, and generating a new moving authorization point inside, the new moving authorization point is sent using the entry and reverse exit transponder groups. A braking curve is generated to control the train to enter and stop. Under interlocking unlocking conditions, the protective route is unlocked to ensure the train stops safely.
This design increases the distance inside the signal and shortens the track length outside the signal, improving train reception efficiency and meeting both the safety requirements for train stopping and the fail-safe principle.
Smart Images
Figure CN117087721B_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the technical field of railway four-electricity signal, and particularly relates to a train parking control method based on CTCS2+ATO train control system mobile authorization point retreat. BACKGROUND
[0002] The CTCS2+ATO mode is a main train control system mode adopted by metropolitan intercity railways and city area (suburb) railways. Currently, the mobile authorization point of the CTCS mode train control system into a station is the outer side of the exit signal machine, and according to the relevant specification requirements, the line where only the motor train unit is started is not provided with a protection continuation route.
[0003] The train opens the train receiving route into the station, and the approach section of the outer side of the entrance signal machine sends U / UU code. Before the train reaches the LU / U2 code section, the default entrance signal machine is closed to generate the target distance mode curve of the off-machine parking.
[0004] When the train receives the LU / U2 code, the target distance mode curve of the mobile authorization point at the entrance signal machine is re-generated, and the target speed is 45 km / h.
[0005] When the train passes through the entrance signal machine, the on-board device generates the target distance mode curve of the parking at the outer side of the exit signal machine according to the line parameter information provided by the entrance responder, and monitors the safe operation of the train.
[0006] The on-board device calculates the target distance continuous speed control mode curve (common braking and emergency braking curve) in real time according to the basic data such as train data (train itself), train permission (track circuit code sequence and temporary speed limit information of the active responder) and line data (passive responder), and automatically protects the train from overspeed according to the curve.
[0007] Under the existing CTCS mode train control technology, the mobile authorization point of the safety protection distance of the parking into the station is fixed at the outer side of the exit signal machine and cannot be extended, which limits the possibility of shortening the length of the track on the basis of the fixed walking distance of the train parking into the station. SUMMARY
[0008] The purpose of the present application is to provide a train parking control method based on the retreat of the mobile authorization point of the CTCS2+ATO train control system according to the deficiencies of the existing technology. The new mobile authorization point is sent in the inner side of the signal machine by using the entrance and reverse exit responder group, which correspondingly lengthens the walking distance of the allowable train parking into the station, improves the train receiving efficiency, and solves the limitation condition that the mobile authorization point is fixed at the outer side of the exit signal machine and cannot be extended under the existing CTCS2+ATO train control technology.
[0009] The purpose of the present application is achieved by the following technical scheme:
[0010] A train parking control method based on CTCS2+ATO train control system mobile authorization point retreat, characterized in that: the mobile authorization point EOA old formed by moving from the outer side of the exit signal to the inner side of the exit signal new or the end point of the protection route, the EOA new is in the protection route; the train generates a braking curve at the mobile authorization point EOA new or the end point of the protection route to stop at the entrance.
[0011] Before the train stops and the protection route is unlocked, the mobile authorization point EOA new at the inner side of the exit signal is retreated to the mobile authorization point EOA old at the outer side of the exit signal.
[0012] After the mobile authorization point retreats, the on-board ATO of the train sends a retreat information, which is forwarded to the CBI by the TSRS to the TCC, and the CBI unlocks the protection route.
[0013] The interlocking of the protection route is unlocked when the on-board ATP of the train detects that the EOA has retreated.
[0014] The end point of the protection route is greater than or equal to the mobile authorization point EOA new at the inner side of the exit signal.
[0015] When the train stops at the entrance and the mobile authorization point EOA new and the mobile authorization point EOA old exist, the mobile authorization point EOA new is used to generate a braking curve to control the train to stop at the entrance; the on-board ATP discards the EOA new and uses the EOA old .
[0016] The advantages of the present application are: after the train stops and the protection route is unlocked, the mobile authorization point can be retreated to the EOA old at the outer side of the signal to meet the "safety" principle, ensuring that the train will not pass the exit signal under any circumstances; at the same time, when the speed of the side track is not higher than 45km / h, the length of the signal inside the signal is increased, and the length of the track outside the signal is correspondingly shortened, which can shorten the length of the station. BRIEF DESCRIPTION OF DRAWINGS
[0017] Figure 1 The schematic diagram of the mobile authorization point inside the exit signal is shown in the figure.
[0018] Figure 2This is a schematic diagram of the technology for withdrawing the external moving authorization point of the departure signal in this invention;
[0019] Figure 3 This is a flowchart of the interlocking protection path unlocking information transmission process in this invention. Implementation
[0020] The features and other related features of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments, so as to facilitate understanding by those skilled in the art:
[0021] like Figures 1-3 As shown in the figure, marks 1-6 represent: 1. Entrance signal, 2. Exit signal, 3. Old moving authorization point, 4. New moving authorization point, 5. Receiving route, and 6. Protective route.
[0022] Example: Figure 1 As shown, the existing station train entry and parking movement authorization processing procedure is as follows: Press the button for entry signal 1 (entry signal X) and the button for exit signal 2 (exit signal SI) to process the train's downstream entry signal X → exit signal XI receiving route 5. Track section code issuance: Send U code at 3JG and HU code at the track; the onboard equipment generates a target distance pattern curve based on the line parameter information provided by the passive transponders of 2JG and 1JG to monitor the safe operation of the train. Old movement authorization point 3EOA old The procedure is performed outside the exit signal XI.
[0023] like Figure 2 As shown, in this embodiment, the train stopping control method for the retraction of the moving authorization point in the CTCS2+ATO train control system receives a U code for stopping at the station from the track circuit when the train enters the 3JG section. After the train passes the station entry signal 1, it executes the speed limit described by the station entry transponder. The onboard equipment then determines the new moving authorization point 4EOA as described in the station entry JZ-X active transponder. new Alternatively, consider the endpoint of protected route 6, where the endpoint of protected route 6 is greater than or equal to the new movement grant point 4EOA. new The letter's mobile authorization point 4EOA new Being closer to the stopping point makes it easier for the train to stop.
[0024] Upon entering the station, the train receives the HU code from the receiving route. The onboard equipment applies maximum service braking, preparing to stop at the platform marker. Protective route 6 sends a JC code extending to the reverse entry signal SF. At this time, protective route 6 is locked, and the track circuit remains occupied for inspection. After the train comes to a complete stop, since the onboard ATP already possesses the train's stopping accuracy information, it recalculates the EOA and performs a retraction. However, the onboard ATP still needs to obtain the retraction position EOA in advance. oldWhen the EOA endpoint is shortened from the end of the protective route to the end of the receiving route track, resulting in insufficient emergency braking safety distance, no emergency braking is applied because the train is stationary.
[0025] For the pullback, a transponder transmission method is used, that is, during the transmission of the EOA... old At the same time, also send EOA new EOA old Send according to the existing packet format, EOA new Add new information packet transmission to the inbound transponder group JZ-X and the reverse outbound transponder group CZ-SI, when the vehicle stops at the inbound station and the EOA (Exit Observation) is completed. new EOA old Use EOA when both exist new The system generates a braking curve to control the train's entry into the station and stopping; the ATP discards the EOA (Emergency Stop) signal while issuing a stop confirmation message. new Using EOA old The target distance mode curve will be adjusted accordingly until the new departure route is processed.
[0026] like Figure 3 As shown, to ensure that the Mobile Authorization Point (EOA) is always within the interlocked protected route, the interlock should only unlock the protected route after the vehicle-mounted ATP (Automatic Train Protection) has been withdrawn. Therefore, the vehicle-to-ground information needs to include a message indicating that the ATP has been successfully withdrawn, and the unlocking of the interlocked protected route must be performed under this condition; if this message is not received, the interlock will not unlock the protected route, effectively implementing the fail-safe principle. The specific implementation path is: vehicle-mounted ATP (mobility authorization withdrawn) → vehicle-mounted ATO → wireless communication → TSRS → TCC → CBI (execute protected route unlocking). Simultaneously, the protected route unlocking information is transmitted back via the original path. In this embodiment, the vehicle-mounted ATP / ATO architecture does not require modification; only the relevant communication protocols are added.
[0027] Although the above embodiments have described the concept and embodiments of the present invention in detail with reference to the accompanying drawings, those skilled in the art will recognize that various improvements and modifications can still be made to the present invention without departing from the scope of the claims, and therefore will not be elaborated here.
Claims
1. A train stopping control method based on CTCS2+ATO train control system moving authority point withdrawal, characterized in that: Mobile authorization point EOA transmitted by a balise old A mobile authorization point EOA is formed by moving from outside an exit signal to the inside of the exit signal new Or the end of a protected approach, the EOA new Is in the protected approach; the train generates a braking curve to perform an entry stop at the mobile authorization point EOA new Or the end of a protected approach; the train generates a braking curve to perform an entry stop at the mobile authorization point EOA The movement authority point EOA inside the home signal is withdrawn before the train is stopped and the protection approach is unlocked new The movement authority point EOA outside the home signal is withdrawn old The movement authority point EOA outside the home signal is withdrawn Mobile authorization point EOA new After the retreat, the information of retreat is sent to the on-board ATO of the train, and is forwarded by the TSRS to the TCC and then to the CBI, and the CBI unlocks the protection route. Interlock unlocking of the protected approach is performed by the on-board ATP of the train against the EOA new in case of already withdrawn The train is in station stopping and the movement authority point EOA new and the movement authority point EOA old When both exist, the movement authority point EOA new is used to generate the braking curve control train station stopping; the on-board ATP discards the EOA new when sending the stop-steady stop approval information old .
2. The train stopping control method based on CTCS 2+ATO train control system moving authorization point withdrawal according to claim 1, characterized in that: The end of the protected approach is greater than or equal to the movement authority point (EOA) inside the outbound signal new .