Dynamic train screening method and radio block center

Abstract

The invention discloses a train dynamic screening method and a radio block center. The method comprises the following steps: acquiring first position information of a train report; the first position information comprises a first maximum safety rear end position and a first minimum safety front end position of the train; determining a second maximum safety rear end position and a second minimum safety front end position of the train according to the transmission delay of the first position information; according to the distance between the second minimum safe front end position of the train and a first track section adjacent to the train head, the minimum hidden train length and the occupation state of the first track section, the train head is screened; and according to the distance between the second maximum safe rear end position of the train and a second track section adjacent to the tail of the train, the minimum hidden train length and the occupation state of the second track section, the tail of the train is screened. Through the scheme provided by the embodiment, the train head and tail screening efficiency can be improved.

Description

Technical Field

[0001] The present invention relates to rail transit technology, in particular to a train dynamic screening method and a radio block center. Background Art

[0002] The CTCS system (Chinese Train Control System) is a train control system independently developed by China, which aims to improve the efficiency, safety and automation level of railway transportation. It mainly includes five levels from CTCS-0 to CTCS-4, and the technical complexity and degree of automation of each level are gradually improved.

[0003] The Radio Block Center (RBC) is the core system of CTCS-3 and above. RBC maintains real-time connection with trains through wireless communication, sends authorization and control instructions to trains, and ensures that trains run at safe intervals. Its functions mainly include monitoring the position and speed of trains, sending driving permits to trains, controlling the operating range of trains, and issuing emergency braking instructions to trains in case of emergency.

[0004] At present, relevant technologies often use the minimum front or minimum rear position sent by the train, the occupancy of the track section, and the preset minimum train length as a fixed distance to determine whether there is a hidden car at the head or tail of the train, and the screening efficiency is low. Summary of the invention

[0005] The embodiments of the present application provide a train dynamic screening method and a wireless block center, which can improve the efficiency of screening the head and tail of a train.

[0006] An embodiment of the present application provides a train dynamic screening method, which is applied to a radio block center, including: Acquire first position information reported by the train; the first position information includes a first maximum safe rear end position and a first minimum safe front end position of the train; Determining a second maximum safe rear end position and a second minimum safe front end position of the train according to a transmission delay of the first position information; screening the head of the train according to the distance between the second minimum safe front position of the train and the first track section adjacent to the head of the train, the minimum hidden car length, and the occupancy status of the first track section; The tail of the train is screened based on the distance between the second maximum safe rear end position of the train and the second track section adjacent to the tail of the train, the minimum hidden vehicle length, and the occupancy status of the second track section.

[0007] In an exemplary embodiment, determining the second maximum safe rear end position and the second minimum safe front end position of the train according to the transmission delay of the first position information includes: Calculate the minimum distance that the train advances during the transmission delay period of the first position information according to the speed of the train when the first position information reported by the train is obtained and the maximum braking deceleration of the train; The second maximum safe rear end position and the second minimum safe front end position are obtained by increasing the first maximum safe rear end position and the first minimum safe front end position by the minimum distance respectively.

[0008] In an exemplary embodiment, if there is no slope in the line or the overall slope is small, the maximum braking deceleration a of the train is the maximum braking deceleration of the train in non-rainy and snowy weather; if there is a slope in the line, the braking deceleration of the train is corrected according to the slope and length of the ramp, and the braking deceleration model is used to perform piecewise fitting on the train deceleration and calculate the result.

[0009] In an exemplary embodiment, the minimum distance that the train travels during the transmission delay period of the first position information is calculated according to the following formula: Among them, S t is the minimum distance; v is the speed of the train when the first position information reported by the train is obtained; t is the transmission delay of the first position information; a is the maximum braking deceleration of the train.

[0010] In an exemplary embodiment, the distance between the second minimum safe front position of the train and the first track section adjacent to the head of the train is calculated according to the following formula: Among them, S3 is the distance between the second minimum safe front position and the first track section; L is the length of the track section where the train is currently located; S4 is the distance between the first minimum safe front position and the second track section.

[0011] In an exemplary embodiment, the distance between the second maximum safe rear end position of the train and the second track section adjacent to the rear of the train is calculated according to the following formula: Among them, S6 is the distance between the second maximum safe rear end position and the second track section; S1 is the distance between the first maximum safe rear end position and the second track section.

[0012] In an exemplary embodiment, screening the head of the train according to the distance between the second minimum safe front position of the train and the first track section adjacent to the head of the train, the minimum hidden vehicle length, and the occupation status of the first track section includes: If the distance between the second minimum safe front position of the train and the first track section is less than the minimum hidden vehicle length, and the first track section is in an idle state within the delay time of the occupancy status of the first track section obtained by the wireless block center from the interlocking system, it is determined that there is no hidden train in front of the train, and the head screening of the train is completed.

[0013] In an exemplary embodiment, screening the tail of the train according to the distance between the second maximum safe rear end position of the train and the second track section adjacent to the tail of the train, the minimum hidden vehicle length, and the occupancy status of the second track section includes: If the distance between the second maximum safe rear end position of the train and the second track section is less than the minimum hidden vehicle length, and the second track section is in an idle state, it is determined that there is no hidden train behind the train, and the tail screening of the train is completed.

[0014] In an exemplary embodiment, the minimum hidden car length is the length of the minimum hidden car currently running on the line.

[0015] In another embodiment of the present application, a radio blocking center is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the above method when executing the computer program.

[0016] The technical solution provided by the embodiments of the present application can improve the efficiency of screening at the head and tail of a train.

[0017] Other features and advantages of the present application will be described in the following description, and partly become apparent from the description, or be understood by implementing the present application. Other advantages of the present application can be realized and obtained by the schemes described in the description and the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The accompanying drawings are used to provide an understanding of the technical solution of the present application and constitute a part of the specification. Together with the embodiments of the present application, they are used to explain the technical solution of the present application and do not constitute a limitation on the technical solution of the present application.

[0019] Figure 1 A flow chart of a train dynamic screening method provided in an embodiment of the present application; Figure 2A schematic diagram of a train envelope provided in an embodiment of the present application; Figure 3 A schematic diagram of the structure of a radio block center provided in an embodiment of the present application. DETAILED DESCRIPTION

[0020] The present application describes multiple embodiments, but the description is exemplary rather than restrictive, and it is obvious to those skilled in the art that there may be more embodiments and implementations within the scope of the embodiments described in the present application. Although many possible feature combinations are shown in the drawings and discussed in the specific embodiments, many other combinations of the disclosed features are also possible. Unless specifically limited, any feature or element of any embodiment may be used in combination with any other feature or element in any other embodiment, or may replace any other feature or element in any other embodiment.

[0021] The present application includes and contemplates combinations of features and elements known to those of ordinary skill in the art. The embodiments, features and elements disclosed in the present application may also be combined with any conventional features or elements to form a unique invention scheme. Any features or elements of any embodiment may also be combined with features or elements from other invention schemes to form another unique invention scheme. Therefore, it should be understood that any feature shown and / or discussed in the present application may be implemented individually or in any appropriate combination. Therefore, except for the limitations made according to the attached claims and their equivalents, the embodiments are not subject to other restrictions. In addition, various modifications and changes may be made within the scope of protection of the attached claims.

[0022] In addition, when describing representative embodiments, the specification may have presented the method and / or process as a specific sequence of steps. However, to the extent that the method or process does not rely on the specific order of the steps described herein, the method or process should not be limited to the steps of the specific order described. As will be understood by those of ordinary skill in the art, other sequences of steps are also possible. Therefore, the specific sequence of the steps set forth in the specification should not be interpreted as a limitation to the claims. In addition, the claims for the method and / or process should not be limited to the steps of performing them in the order written, and those skilled in the art can easily understand that these sequences can be changed and still remain within the spirit and scope of the embodiments of the present application.

[0023] When a train just establishes a communication connection with RBC, RBC needs to determine whether there is a hidden train ahead or behind it. Only when there is no hidden train ahead can RBC calculate movement authorization for the train. The process of RBC determining whether there is a hidden train ahead or behind the train is the process of head screening / tail screening.

[0024] RBC's head screening / tail screening of trains needs to be completed based on the position report sent by the train and the track section occupancy. Generally speaking, the train will send the train's maximum safe front end, minimum safe front end, maximum safe rear end and minimum safe rear end to RBC based on the running distance, speed and distance measurement errors, and balise installation deviations.

[0025] The principle of train screening is to determine whether there is a hidden car at the head or tail as early as possible under the premise of ensuring safety. In order to achieve the above purpose, this application is based on the minimum safe front end and maximum safe rear end in the position report sent by the train, combined with the train speed and vehicle braking performance, to perform train head screening / tail screening, and to improve the screening efficiency as much as possible under the premise of ensuring driving safety.

[0026] Figure 1 A flow chart of a train dynamic screening method provided by an embodiment of the present application is shown, which is applied to a radio block center, such as Figure 1 As shown, the method includes: Step 100: Acquire first position information reported by a train; the first position information includes a first maximum safe rear end position and a first minimum safe front end position of the train; Step 101: determining a second maximum safe rear end position and a second minimum safe front end position of the train according to a transmission delay of the first position information; Step 102: Screening the head of the train according to the distance between the second minimum safe front position of the train and the first track section adjacent to the head of the train, the minimum hidden vehicle length, and the occupation status of the first track section; Step 103: Screening the tail of the train according to the distance between the second maximum safe rear end position of the train and the second track section adjacent to the tail of the train, the minimum hidden vehicle length, and the occupancy status of the second track section.

[0027] The train dynamic screening method applied to the wireless block center provided in this embodiment is used to screen the head and tail of the train. Compared with the direct use of the minimum safe front end and the fixed minimum train length for head screening in the related art, the process of determining whether there is a hidden car can be completed more quickly and accurately. In this way, the wireless block center can complete the head and tail screening of the train as efficiently as possible while ensuring the driving safety, so as to calculate the movement authority (MA) for the train as soon as possible, so that the train can enter the full mode and run at high speed.

[0028] In an exemplary embodiment, determining the second maximum safe rear end position and the second minimum safe front end position of the train according to the transmission delay of the first position information includes: Calculate the minimum distance that the train advances during the transmission delay period of the first position information according to the speed of the train when the first position information reported by the train is obtained and the maximum braking deceleration of the train; The second maximum safe rear end position and the second minimum safe front end position are obtained by increasing the first maximum safe rear end position and the first minimum safe front end position by the minimum distance respectively.

[0029] In this embodiment, Figure 2 As shown, the distance between the first maximum safe rear end position of the train and the second track section is S1, and the distance between the first minimum safe front end position of the train and the second track section is S4. The minimum distance that the train advances during the transmission delay of the first position information is St. The distance between the second minimum safe front end position of the train and the first track section is S3.

[0030] Since there is a certain communication cycle and message delay between RBC and train, RBC cannot obtain the train position in real time. After RBC receives the train position report, the transmission delay time t of the first position information has passed; after the time t when RBC receives the train position report, before receiving the new train position report, the train has moved forward S t distance.

[0031] In order to ensure the safety of the train as much as possible, S t When the train is braking and decelerating at the maximum train braking deceleration at the speed when the first position information is reported, S t Minimum.

[0032] In an exemplary embodiment, if there is no slope in the line or the overall slope is small, the maximum braking deceleration a of the train is the maximum braking deceleration of the train in non-rainy and snowy weather; if there is a slope in the line, the braking deceleration of the train is corrected according to the slope and length of the ramp, and the braking deceleration model is used to perform piecewise fitting on the train deceleration and calculate the result.

[0033] In this embodiment, the influence of the line slope on the screening logic is fully taken into consideration, and the accuracy and efficiency of the screening are further improved while ensuring the safety of train screening.

[0034] In actual engineering projects, if there is no slope in the line or the overall slope is small, the maximum braking deceleration a of the train is the maximum braking deceleration of the train in non-rainy and snowy weather, and this parameter is provided by the vehicle factory. If there is a slope in the line, the braking deceleration of the train needs to be corrected according to the slope and length of the ramp, and the braking deceleration model is used to perform segmented fitting on the train deceleration and calculate it. The braking deceleration model can adopt a more mature model used in the industry, and this application does not limit the use of which braking deceleration model.

[0035] In an exemplary embodiment, the minimum distance that the train travels during the transmission delay period of the first position information is calculated according to the following formula: Among them, S t is the minimum distance; v is the speed of the train when the first position information reported by the train is obtained; t is the transmission delay of the first position information; a is the maximum braking deceleration of the train.

[0036] In an exemplary embodiment, the distance between the second minimum safe front position of the train and the first track section adjacent to the head of the train is calculated according to the following formula: Among them, S3 is the distance between the second minimum safe front position and the first track section; L is the length of the track section where the train is currently located; S4 is the distance between the first minimum safe front position and the second track section.

[0037] In an exemplary embodiment, the distance between the second maximum safe rear end position of the train and the second track section adjacent to the rear of the train is calculated according to the following formula: Among them, S6 is the distance between the second maximum safe rear end position and the second track section; S1 is the distance between the first maximum safe rear end position and the second track section.

[0038] In an exemplary embodiment, screening the head of the train according to the distance between the second minimum safe front position of the train and the first track section adjacent to the head of the train, the minimum hidden vehicle length, and the occupation status of the first track section includes: If the distance between the second minimum safe front position of the train and the first track section is less than the minimum hidden vehicle length, and the first track section is in an idle state within the delay time of the occupancy status of the first track section obtained by the wireless block center from the interlocking system, it is determined that there is no hidden train in front of the train, and the head screening of the train is completed.

[0039] In this embodiment, the delay time of RBC obtaining track section occupancy status information from the interlocking system is fully considered. Only when the first track section is in an idle state within the delay time from the time when the radio block center sends a request to the interlocking system to obtain the occupancy status of the first track section to the time when the interlocking system responds, can it be determined that there is no hidden train in front of the train, which can further improve the accuracy of train head screening. Among them, the delay time of the occupancy status of the first track section is the time interval from the actual occupancy of the first track section to the identification of the occupancy status.

[0040] In an exemplary embodiment, screening the tail of the train according to the distance between the second maximum safe rear end position of the train and the second track section adjacent to the tail of the train, the minimum hidden vehicle length, and the occupancy status of the second track section includes: If the distance between the second maximum safe rear end position of the train and the second track section is less than the minimum hidden vehicle length, and the second track section is in an idle state, it is determined that there is no hidden train behind the train, and the tail screening of the train is completed.

[0041] In an exemplary embodiment, the minimum hidden car length is the length of the minimum hidden car currently running on the line.

[0042] Figure 3 FIG. 4 shows a schematic diagram of the structure of a wireless blocking center provided by another embodiment of the present application. Figure 3 As shown, the radio block center includes a memory 300, a processor 301, and a computer program stored in the memory and executable on the processor. When the processor 301 executes the computer program, the steps of the above method are implemented.

[0043] It will be appreciated by those skilled in the art that all or some of the steps, systems, and functional modules / units in the methods disclosed above may be implemented as software, firmware, hardware, and appropriate combinations thereof. In hardware implementations, the division between the functional modules / units mentioned in the above description does not necessarily correspond to the division of physical components; for example, a physical component may have multiple functions, or a function or step may be performed by several physical components in cooperation. Some or all components may be implemented as software executed by a processor, such as a digital signal processor or a microprocessor, or implemented as hardware, or implemented as an integrated circuit, such as an application-specific integrated circuit. Such software may be distributed on a computer-readable medium, which may include a computer storage medium (or non-transitory medium) and a communication medium (or transient medium). As is known to those skilled in the art, the term "computer storage medium" includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information (such as computer-readable instructions, data structures, program modules, or other data). Computer storage media include, but are not limited to, RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, digital versatile disks (DVD) or other optical disk storage, magnetic cassettes, magnetic tapes, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to store the desired information and can be accessed by a computer. In addition, it is well known to those skilled in the art that communication media typically contain computer-readable instructions, data structures, program modules, or other data in a modulated data signal such as a carrier wave or other transport mechanism, and may include any information delivery media.

Claims

1. A train dynamic screening method, characterized in that: Applied to radio block centers, including: Acquire first position information reported by the train; the first position information includes a first maximum safe rear end position and a first minimum safe front end position of the train; Determining a second maximum safe rear end position and a second minimum safe front end position of the train according to a transmission delay of the first position information; screening the head of the train according to the distance between the second minimum safe front position of the train and the first track section adjacent to the head of the train, the minimum hidden car length, and the occupancy status of the first track section; The tail of the train is screened based on the distance between the second maximum safe rear end position of the train and the second track section adjacent to the tail of the train, the minimum hidden vehicle length, and the occupancy status of the second track section.

2. The train dynamic screening method according to claim 1, characterized in that: Determining the second maximum safe rear end position and the second minimum safe front end position of the train according to the transmission delay of the first position information includes: Calculate the minimum distance that the train advances during the transmission delay period of the first position information according to the speed of the train when the first position information reported by the train is obtained and the maximum braking deceleration of the train; The second maximum safe rear end position and the second minimum safe front end position are obtained by increasing the first maximum safe rear end position and the first minimum safe front end position by the minimum distance respectively.

3. The train dynamic screening method according to claim 2, characterized in that: Also includes: If there is no slope on the line or the overall slope is small, the maximum braking deceleration a of the train is the maximum braking deceleration of the train in non-rainy and snowy weather; if there is a slope on the line, the braking deceleration of the train is corrected according to the slope and length of the ramp, and the braking deceleration model is used to perform piecewise fitting on the train deceleration and calculate the result.

4. The train dynamic screening method according to claim 2, characterized in that: The minimum distance that the train travels during the transmission delay of the first position information is calculated according to the following formula: Among them, S t is the minimum distance; v is the speed of the train when the first position information reported by the train is obtained; t is the transmission delay of the first position information; a is the maximum braking deceleration of the train.

5. The train dynamic screening method according to claim 4, characterized in that: The distance between the second minimum safe front position of the train and the first track section adjacent to the head of the train is calculated according to the following formula: Among them, S3 is the distance between the second minimum safe front position and the first track section; L is the length of the track section where the train is currently located; S4 is the distance between the first minimum safe front position and the second track section.

6. The train dynamic screening method according to claim 4, characterized in that: The distance between the second maximum safe rear end position of the train and the second track section adjacent to the rear of the train is calculated according to the following formula: Among them, S6 is the distance between the second maximum safe rear end position and the second track section; S1 is the distance between the first maximum safe rear end position and the second track section.

7. The train dynamic screening method according to claim 5, characterized in that: The screening of the head of the train according to the distance between the second minimum safe front position of the train and the first track section adjacent to the head of the train, the minimum hidden vehicle length, and the occupation status of the first track section includes: If the distance between the second minimum safe front position of the train and the first track section is less than the minimum hidden vehicle length, and the first track section is in an idle state within the delay time of the occupancy status of the first track section obtained by the wireless block center from the interlocking system, it is determined that there is no hidden train in front of the train, and the head screening of the train is completed.

8. The train dynamic screening method according to claim 6, characterized in that: The screening of the tail of the train according to the distance between the second maximum safe rear end position of the train and the second track section adjacent to the tail of the train, the minimum hidden vehicle length, and the occupation status of the second track section includes: If the distance between the second maximum safe rear end position of the train and the second track section is less than the minimum hidden vehicle length, and the second track section is in an idle state, it is determined that there is no hidden train behind the train, and the tail screening of the train is completed.

9. The train dynamic screening method according to any one of claims 1 to 8, characterized in that: The minimum hidden car length is the length of the minimum hidden car currently running on the line.

10. A radio blocking center, characterized in that: The method comprises a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the method according to any one of claims 1 to 9 when executing the computer program.

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