Interconnection and intercommunication CBTC (Communication Based Train Control) system overline interface method based on compatible vehicle-mounted communication

Abstract

The invention discloses a cross-line interface method based on a compatible vehicle-mounted interconnection CBTC (Communication Based Train Control) system. The method comprises the following steps: an ATS1 initiates train cross-line handover to an ATS2; the ATS2 initiates a vehicle access request to the CI 2; cI2, checking whether a corresponding vehicle access interlocking condition is met or not; if yes, the CI 2 reports the state to the ATS2; the ATS2 sends the report state to the ATS1 through a network; the CI 2 checks whether the corresponding vehicle receiving route state is vehicle receiving route locking or not and whether the CI 1 is a departure route request or not; if yes, the state is reported to the ATS1; the VOBC judges whether communication with the ZC1 and the ZC2 exists or not; if yes, the ZC1 calculates the movement authorization LMA1 from the terminal point to the line boundary crossing point, namely the train receiving route terminal point of the CI 2, the ZC2 calculates the movement authorization LMA2 from the line boundary as the starting point for the train, and the VOBC selects whether the LMA1 or the LMA2 as the vehicle-mounted movement authorization vLMA according to whether the train tail position is in the ZC1 or the ZC2 according to the received LMA1 and LMA2. According to the invention, interconnection and interworking cross-line operation is realized.

Description

Technical Field

[0001] The invention relates to a cross-line interface method of a CBTC system based on compatible vehicle-mounted interconnection. Background Art

[0002] The existing interoperability standards of the China Urban Rail Transit Association stipulate the interface communication protocols between CBTC (communication-based train automatic control system) subsystems, including VOBC-CI (communication-based train automatic control system-confidence interval), VOBC-ZC (communication-based train automatic control system-zone controller), CI-CI (confidence interval-confidence interval), ZC-ZC (zone controller-zone controller) and ATS-ATS (automatic transfer switch-automatic transfer switch). All CBTC subsystems of the two lines support these interface protocols to support train interconnection and cross-line operation. Cross-line operation of trains requires two ZCs to splice cross-line mobile authorizations, and the spliced ​​mobile authorizations are sent to the on-board VOBC (on-board equipment controller).

[0003] Invention patent CN117068238A discloses a method for cross-line interconnection between TACS and CBTC systems. The mobile authorization is calculated by the trackside system on the CBTC line and by the on-board system on the TACS line, but it does not describe how the mobile authorization is calculated during the period when the train crosses the line boundary. In addition, in addition to the compatible on-board system, this method also requires an additional set of compatible trackside train controller MWTC. The central ATS is not considered. At least four subsystems need to cooperate when crossing the line: a compatible on-board MCTC, a ZC of the CBTC system, a trackside resource manager WRC of the TACS system, and a compatible trackside train controller MWTC.

[0004] Invention patent CN115092219B discloses a method for switching between Ni TC and interconnected CBTC systems across lines. The patent describes a method for calculating cross-line mobile authorization. The method requires setting two control boundaries. To enter the Ni TC line from the CBTC line, it is necessary to cross the first control boundary. The Ni TC's trackside TMS system needs to communicate with the CBTC system ZC to splice the mobile authorization. In this process, the vehicle needs to communicate with the CBTC system ZC and the Ni TC system LCS at the same time to obtain the line resources of the Ni TC system. To enter the CBTC line from the Ni TC line, it is necessary to cross the second control boundary. Similar to crossing the first control boundary, the Ni TC's trackside TMS system needs to communicate with the CBTC system ZC to splice the mobile authorization. A set of Ni TC TMS is set in the center, similar to the MWTC in patent CN117068238A. When crossing the line, four subsystems are also required to cooperate: on-board ATC, CBTC system ZC, TACS system LCS and TMS.

[0005] Essentially, the TMS and MWTC in these two inventions are equivalent to the role of the ZC on the CBTC line side, performing movement authorization calculations for trains on the trackside.

[0006] Invention patent CN115535037A discloses a method for switching ground control equipment between an existing line and a heavy-load railway line, but generally does not describe how to calculate movement authorization while a train crosses a line boundary.

[0007] Invention patent CN117022400A discloses a method for calculating mobile authorization based on the extension of a co-managed area. The key to this method is that the CI subsystem of the co-managed area needs to communicate with two sets of RBCs at the same time to achieve coverage calculation of mobile authorization within the co-managed area, that is, the train transfers MA1 calculated by RBC and needs to enter the co-managed area, and MA2 that takes over RBC calculation also starts from the co-managed area. MA1 and MA2 overlap in the co-managed area. In this way, the requirement for splicing mobile authorization of the two RBCs is avoided. However, the method of sharing CI is difficult to implement in the construction of urban rail lines one after another, and the ZC-CI interface is a non-interoperable standard interface and is also difficult to coordinate.

[0008] The cross-line interconnection switching method between CBTC lines and CTCS lines disclosed in the invention patent CN110920694B requires two sets of vehicles, one for CBTC system operation and the other for CTCS line operation, and the two sets of vehicles are switched at the line boundary. There is no extended relationship between the mobile authorizations on both sides, and the switching process requires multiple manual operations.

[0009] In most cases, urban rail transit lines are built in different phases. In order to realize the interoperability of trains across different lines, in addition to requiring the CBTC signal system of the new line to be built according to the interoperability standards, the CBTC of the existing lines needs to be upgraded for interoperability. According to the current interoperability standards of the China Urban Association and local practices, in order to realize cross-line operation, the CBTC on-board VOBC needs to be able to execute the interoperability vehicle-ground interface protocol. At the same time, the CBTC trackside system at the cross-line boundary needs to realize the interoperability interface protocol between the interlocking CIs and the interoperability interface protocol between the regional controllers ZC. However, the CI and ZC subsystems of the existing lines, as the core subsystems of CBTC, are usually difficult to interconnect and interoperate with the interface protocol, and the CI and ZC of the entire line need to be upgraded simultaneously. The high cost and long cycle of the upgrade have become obstacles to the realization of interoperability across lines.

[0010] Therefore, in order to solve the above problems, a cross-line interface method of an interconnected CBTC system based on compatible vehicles is provided. Summary of the invention

[0011] The purpose of the present invention is to overcome the existing defects and provide a cross-line interface method for an interconnected CBTC system based on compatible on-board equipment. The CBTC system only needs to upgrade the interlocking table and database of the CI and ZC of the cross-line boundary control area, and the CI adds a connecting line hardware circuit interface. The cross-line train is configured with an on-board VOBC that is compatible with the existing line trackside system and the interconnected trackside system, so as to realize interconnected cross-line operation.

[0012] The technical solution to achieve the above purpose is:

[0013] A cross-line interface method for an interoperable CBTC system based on compatible vehicles. For cross-line communication trains, the cross-line lines are respectively a handover line and a takeover line. The interlocking CI of the boundary control area of ​​the two lines provides the boundary route locking status to each other through a hard-line circuit interface. The boundary route includes a train receiving route, a train departure route and a protection route, including:

[0014] Step S1, the train is in the overlapping area, and ATS1 of the handover line initiates a train cross-line handover request from ATS2 of the takeover line;

[0015] Step S2, ATS2 of the taking over line initiates a vehicle access request to CI 2 of the taking over line;

[0016] Step S3, after receiving the vehicle access request, CI 2 of the takeover line checks whether the corresponding vehicle access interlocking condition is met;

[0017] Step S4: If yes, the vehicle receiving route is output, CI 2 of the taking-over route gives the vehicle receiving route status of CI 1 of the handover route through hard line, and reports the status to ATS2 of the taking-over route;

[0018] Step S5, the ATS2 of the taking-over route sends the report status to the ATS1 of the handing-over route through the network. At this time, the ATS1 of the handing-over route gives a departure route request to the CI 1 of the handing-over route.

[0019] Step S6, CI 2 of the takeover route checks whether the corresponding vehicle receiving route status is vehicle receiving route locked and whether CI 1 of the handover route is a vehicle departure route request;

[0020] Step S7: If yes, the departure route is output, CI 1 of the handover route gives the departure route status of CI 2 of the takeover route through hard line, and reports the status to ATS1 of the handover route;

[0021] Step S8, at this time, VOBC determines whether there is communication with ZC1 of the handover line and ZC2 of the takeover line;

[0022] Step S9, if yes, then the ZC1 of the handover line calculates the mobile authorization LMA1 from the end point to the point crossing the line boundary, i.e., the end point of the train receiving route CI 2, and the ZC2 of the takeover line calculates the mobile authorization LMA2 from the line boundary as the starting point for the train. The VOBC uses the received LMA1 and LMA2, and selects LMA1 or LMA2 as the onboard mobile authorization vLMA according to whether the rear position of the train is in ZC1 or ZC2;

[0023] Step S10: If not, the driver drives the train through the border according to the instructions of the interlocking open signal.

[0024] Preferably, for the same CI:

[0025] The receiving route is the same as the departure route, but in opposite directions, that is, the starting signals are different;

[0026] The departure route and the protection route have the same path and direction, but the starting signal of the departure route is a physical signal, while the signal of the protection route is a virtual signal.

[0027] Preferably, the dispatch route processing needs to check the status of the receiving route corresponding to the takeover line. Only after the receiving route is locked, the dispatch route of the handover line can be processed, while the protection route does not need to check the status of the receiving route;

[0028] The protection route is used for overshoot protection when the train enters the station and stops. It is not used for cross-line purposes, and the signal does not need to show the driver that it is open, that is, a virtual signal is used.

[0029] Preferably, in step S9, after receiving the departure route authorization status reported by CI 1 of the handover line, ZC1 of the handover line can calculate the movement authorization LMA1 from the terminal to the line boundary point for the train, and add the terminal attribute as the cross-line boundary in LMA1; after receiving the reception route authorization status reported by CI 2 of the takeover line, ZC2 of the takeover line can calculate the movement authorization LMA2 from the line boundary as the starting point for the train, and add the starting point attribute as the cross-line boundary in LMA2.

[0030] Preferably, for non-communication trains crossing the line, ZC1 of the handover line and ZC2 of the takeover line calculate movement authorization for the train in the same way, but the opening of the starting signal of the signal is handled by CI 1 of the handover line and CI 2 of the takeover line.

[0031] The beneficial effects of the present invention are as follows: in the present invention, the CI and ZC of the two lines do not need to add an interconnection interface. By receiving and handing over the connection of the access route, the ZC can calculate the mobile authorization across the boundary. The vehicle-mounted system can select which ZC's mobile authorization is selected according to the position of the vehicle, and LMA1 or LMA2 is used as the vLMA to cross the boundary, thereby realizing interconnection and interoperability across the line, with little impact of transformation and controllable cost; the cross-line CI is universal through the hard-wire circuit interface method and adapts to different line interface station types. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 It is a flow chart of a cross-line interface method of an interconnected CBTC system based on compatible vehicle-mounted communication according to the present invention;

[0033] Figure 2 is a schematic diagram of an interlocking approach across a line boundary in the present invention;

[0034] Figure 3 It is a schematic diagram of splicing the transfer line and the takeover line movement authorization in the present invention;

[0035] Figure 4 It is a schematic diagram of the CBTC system interface of two lines in the present invention. DETAILED DESCRIPTION

[0036] The technical solution of the present invention will be described clearly and completely below in conjunction with the accompanying drawings. In the description of the present invention, it should be noted that the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside" and the like indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings, which are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation on the present invention. In addition, the terms "first", "second", and "third" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance.

[0037] The present invention will be further described below in conjunction with the accompanying drawings.

[0038] The onboard VOBC of the trains assigned to cross-line operation is compatible with the ground CBTC systems of the two lines. One of the lines can be a non-standard interconnected CBTC system, and the onboard communication with different ground ZCs adopts different train-to-ground communication protocols.

[0039] The interlocking CI of the boundary control areas of the two lines provides each other with the locking status of the boundary routes through a hard-wired circuit interface. The boundary routes include the vehicle receiving route, the vehicle departure route and the protection route.

[0040] For the same CI:

[0041] The receiving route is the same as the departure route, but in opposite directions, that is, the starting signals are different;

[0042] The departure route and the protection route have the same path and direction, but the starting signal of the departure route is a physical signal, while the signal of the protection route is a virtual signal.

[0043] like Figure 2 As shown, the departure route defined by CI 1 of the transfer line starts from signal X0101, the receiving route starts from signal X0102, and the protection route starts from signal VX0101.

[0044] The departure route processing needs to check the status of the corresponding receiving route of the takeover line. Only after the receiving route is locked, the departure route of the handover line can be processed. However, the protection route does not need to check the status of the receiving route.

[0045] The protection route is used for overshoot protection when the train enters the station and stops. It is not used for cross-line purposes, and the signal does not need to show the driver that it is open, that is, a virtual signal is used.

[0046] like Figure 1 , 4As shown, a cross-line interface method of an interconnected CBTC system based on compatible vehicles, for a cross-line communication train, the cross-line lines are respectively a handover line and a takeover line, including:

[0047] Step S1, the train is located in the overlapping area, and ATS1 of the handover line initiates the train cross-line handover and the handover request of ATS2 of the takeover line.

[0048] Step S2, the ATS2 that takes over the line initiates a vehicle access request to the CI 2 that takes over the line.

[0049] Step S3: After receiving the vehicle access request, CI 2 of the takeover line checks whether the corresponding vehicle access interlocking condition is met.

[0050] Step S4: If yes, the vehicle receiving route is arranged, and CI 2 of the taking-over line gives the vehicle receiving route status of CI 1 of the handover line through hard line, and reports the status to ATS2 of the taking-over line.

[0051] Step S5, the ATS2 of the taking-over line sends the report status to the ATS1 of the handover line through the network. At this time, the ATS1 of the handover line gives a departure route request to the CI 1 of the handover line.

[0052] Step S6, CI 2 of the takeover route checks whether the corresponding vehicle receiving route status is vehicle receiving route locked and whether CI 1 of the handover route is a vehicle departure route request.

[0053] Step S7: If yes, the departure route is determined, and CI 1 of the handover line gives the departure route status of CI 2 of the takeover line through a hard line, and reports the status to ATS1 of the handover line.

[0054] Step S8, at this time, VOBC determines whether there is communication with ZC1 of the handover line and ZC2 of the takeover line.

[0055] Step S9, if yes, then the ZC1 of the handover line is used to calculate the mobile authorization LMA1 from the end point to the point across the line boundary, i.e., the end point of the train receiving route CI 2, and the ZC2 of the takeover line is used to calculate the mobile authorization LMA2 from the line boundary as the starting point for the train. VOBC will use the received LMA1 and LMA2, and select LMA1 or LMA2 as the on-board mobile authorization vLMA according to whether the rear position of the train is in ZC1 or ZC2, as shown in the following example: Figure 3 shown.

[0056] In the embodiment, after receiving the departure route authorization status reported by CI 1 of the handover route, ZC1 of the handover route can calculate the movement authorization LMA1 from the terminal point to the line boundary point for the train, and add the terminal attribute as the cross-line boundary in LMA1; after receiving the reception route authorization status reported by CI 2 of the takeover route, ZC2 of the takeover route can calculate the movement authorization LMA2 from the line boundary as the starting point for the train, and add the starting point attribute as the cross-line boundary in LMA2.

[0057] Step S10: If not, the driver drives the train through the border according to the instructions of the interlocking open signal.

[0058] In the embodiment, for non-communication trains crossing the line, ZC1 of the handover line and ZC2 of the takeover line calculate movement authorization for the train in the same way, but the opening of the starting signal of the signal is handled by CI 1 of the handover line and CI 2 of the takeover line.

[0059] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that the technical solutions described in the above embodiments may still be modified, or some or all of the technical features may be replaced by equivalents. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A cross-line interface method for an interconnected CBTC system based on compatible vehicles, characterized in that: For cross-line communication trains, the cross-line lines are respectively the transfer line and the takeover line. The interlocking CI of the boundary control area of ​​the two lines provides each other with the boundary route locking status through the hard-wire circuit interface. The boundary route includes the train receiving route, the train departure route and the protection route, including: Step S1, the train is in the overlapping area, and ATS1 of the handover line initiates a train cross-line handover request from ATS2 of the takeover line; Step S2, ATS2 of the taking over line initiates a vehicle access request to CI 2 of the taking over line; Step S3, after receiving the vehicle access request, CI 2 of the takeover line checks whether the corresponding vehicle access interlocking condition is met; Step S4: If yes, the vehicle receiving route is output, CI 2 of the taking-over route gives the vehicle receiving route status of CI 1 of the handover route through hard line, and reports the status to ATS2 of the taking-over route; Step S5, the ATS2 of the taking-over route sends the report status to the ATS1 of the handing-over route through the network. At this time, the ATS1 of the handing-over route gives a departure route request to the CI 1 of the handing-over route. Step S6, CI 2 of the takeover route checks whether the corresponding vehicle receiving route status is vehicle receiving route locked and whether CI 1 of the handover route is a vehicle departure route request; Step S7: If yes, the departure route is output, CI 1 of the handover route gives the departure route status of CI 2 of the takeover route through hard line, and reports the status to ATS1 of the handover route; Step S8, at this time, VOBC determines whether there is communication with ZC1 of the handover line and ZC2 of the takeover line; Step S9, if yes, then the ZC1 of the handover line calculates the mobile authorization LMA1 from the end point to the point crossing the line boundary, i.e., the end point of the train receiving route CI 2, and the ZC2 of the takeover line calculates the mobile authorization LMA2 from the line boundary as the starting point for the train. The VOBC uses the received LMA1 and LMA2, and selects LMA1 or LMA2 as the onboard mobile authorization vLMA according to whether the rear position of the train is in ZC1 or ZC2; Step S10: If not, the driver drives the train through the border according to the instructions of the interlocking open signal.

2. According to claim 1, a method for interoperable CBTC system cross-line interface based on compatible vehicle, characterized in that: For the same CI: The receiving route is the same as the departure route, but in opposite directions, that is, the starting signals are different; The departure route and the protection route have the same path and direction, but the starting signal of the departure route is a physical signal, while the signal of the protection route is a virtual signal.

3. According to claim 1, a method for interoperable CBTC system cross-line interface based on compatible vehicle, characterized in that: The departure route processing needs to check the status of the corresponding receiving route of the takeover line. Only after the receiving route is locked, the departure route of the handover line can be processed. However, the protection route does not need to check the status of the receiving route. The protection route is used for overshoot protection when the train enters the station and stops. It is not used for cross-line purposes, and the signal does not need to show the driver that it is open, that is, a virtual signal is used.

4. According to claim 1, a method for interoperable CBTC system cross-line interface based on compatible vehicle, characterized in that: In the step S9, after receiving the departure route authorization status reported by CI 1 of the handover line, ZC1 of the handover line can calculate the movement authorization LMA1 from the terminal to the line boundary point for the train, and add the terminal attribute as the cross-line boundary in LMA1; after receiving the receiving route authorization status reported by CI 2 of the takeover line, ZC2 of the takeover line can calculate the movement authorization LMA2 from the line boundary as the starting point for the train, and add the starting point attribute as the cross-line boundary in LMA2.

5. According to claim 1, a method for interoperable CBTC system cross-line interface based on compatible vehicle, characterized in that: For non-communication trains crossing the line, ZC1 of the handover line and ZC2 of the takeover line use the same method to calculate the movement authorization for the train, but the opening of the starting signal of the signal is handled by CI 1 of the handover line and CI 2 of the takeover line.

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