Track effective length optimization method based on CTCS (China Train Control System) and suitable for urban railway

Abstract

The invention discloses a station track effective length optimization method based on a CTCS (China Train Control System) and suitable for a city railway, a train protection section is arranged outside a train receiving route, after a train enters a departure line and stops stably and accurately and has safe parking, a vehicle-mounted device transmits collected stable and accurate parking information to a ground device, and the ground device is used for optimizing the effective length of the station track. The system actively unlocks the protection section, the driving efficiency of the line is effectively ensured, in addition, the protection section information realizes ground-train information transmission to the vehicle-mounted equipment through the transponder, and the vehicle-mounted equipment calculates the driving permission MA in combination with the code bit information and the final position of the protection section, so that the control of safe pull-in and parking of the train is realized, and the safety of the train is improved. On the premise of ensuring the traffic safety and the operation efficiency, the influence of signal system model selection on the scale of the station is reduced, the engineering construction investment is reduced to a certain extent, and good economic benefits and social benefits are achieved.

Description

Technical Field

[0001] The invention belongs to the technical field of railway train operation control, and in particular relates to a method for optimizing the effective length of a track based on a CTCS system applicable to an urban railway. Background Art

[0002] The operation mode of the existing urban rail is basically similar to the national railway operation organization. Considering the needs of the operation organization such as the alternating operation of fast and slow trains and the over-station operation, the intermediate stations with over-station functions usually need to be equipped with arrival and departure lines to meet the requirements of the alternating operation of fast and slow trains and the over-station operation. At the same time, the effective length of the station arrival and departure line is one of the main design standards of the urban rail, which will directly affect the station scale, driving safety, operation efficiency and project investment.

[0003] The effective length of the arrival and departure line of an intercity railway station is mainly determined by the relevant current regulations. The regulations clearly state that when the CTCS-2 level train control system is adopted, the effective length of the arrival and departure line is mainly composed of the effective parking length, the length of the protection section (including the safety distance), the distance from the protection section to the end of the platform, and the distance from the warning mark to the insulation joint. Among them, the effective parking length is usually calculated and determined according to the maximum length of 8-car formation of 214m and considering the parking margin at both ends. When there is a passenger platform, the effective parking length is the platform length. The length of the protection section is calculated and determined based on the minimum length of the ZPW-2000 track circuit, the response time of the on-board signal equipment, the setting of the transponder group, the safety distance, etc. The distance from the protection section to the end of the platform is the margin left by the protection section from the end of the platform in combination with the project implementation conditions. The distance from the warning mark to the insulation joint is usually not less than 5m. Therefore, the effective length of the arrival and departure line of the intercity railway needs to be determined after calculation based on the values ​​of each parameter.

[0004] At present, the effective length of the arrival and departure lines of the urban railroads that usually adopt the CTCS2-ATO train control system is relatively long, which is not conducive to the demolition and construction of urban railroads in urban areas, and to a certain extent increases the investment and construction period of the project. The urban rail train control system adopts the CTCS2-ATO standard. It is based on the CTCS-2 level train control system, and the ATO function is added to meet the public transportation operation. Therefore, the design principle of the train control system should meet the relevant requirements of the CTCS-2 level. In addition to the train length requirements, the arrival and departure line length of the CTCS-2 level train control system station also needs to consider the safety distance of the signal system and the additional margin generated by the transponder to ensure the safe parking and operation of the train. According to the values ​​set according to the relevant requirements, the determined value of the effective length of the arrival and departure line can be calculated, which is usually 370m. However, this length is much longer than the train length, which directly affects the total length and civil engineering scale of the entire station, which is not conducive to saving investment, reducing construction difficulty, and shortening the construction period. Therefore, optimizing and shortening the effective length of the arrival and departure line has become an urgent problem to be solved. Summary of the invention

[0005] In view of this, the present invention provides a method for optimizing the effective length of tracks based on a CTCS system applicable to urban rail, and reliable control of the train entry process is achieved based on the setting of track length.

[0006] The present invention provides a method for optimizing the effective length of tracks based on a CTCS system applicable to urban rail, comprising the following steps:

[0007] Step 1: Set up a train protection section outside the train receiving route. The effective length to the departure line is determined by the distance between the signal and the warning mark, the distance between the balise and the signal, the distance between balise groups, the distance between the balise and the parking position, and the length of the train.

[0008] Step 2: When the train enters the station and stops, the unlocking countdown is started. The train control on-board equipment controls the train to stop steadily and accurately at the arrival and departure line, and then sends a train stop and accurate message to the temporary speed limit server; the temporary speed limit server sends a train stop and accurate message to the train control interlocking integrated equipment, and the train control on-board equipment executes the mobile authorization withdrawal command at the same time; when the train control interlocking integrated equipment receives the train stop and accurate message or the unlocking countdown ends, the train control interlocking integrated equipment unlocks the protection section;

[0009] Step 3: After receiving the train protection section unlocking information, the train control interlocking integrated equipment sends the train protection section unlocking information to the train control on-board equipment; after receiving the train protection section unlocking information, the train control on-board equipment displays a prompt message that the train protection section has been unlocked, completing the train entry process.

[0010] Furthermore, the calculation formula of the effective length L of the departure line is: L=train length+(distance from signal to warning mark+distance from transponder to signal+distance between transponder groups+distance from transponder to parking position)*2.

[0011] Furthermore, the method of sending the train stable and accurate stop message to the temporary speed limit server of the ground equipment in step 2 is: sending it through a train-to-ground wireless message.

[0012] Furthermore, the train control on-board equipment in step 2 executes the mobile authorization withdrawal instruction in the following manner: the train control on-board equipment actively withdraws the mobile authorization to the outside of the exit signal according to the train protection section information, and at the same time sends a train stop message to the temporary speed limit server.

[0013] Furthermore, the train control on-board equipment in step 2 executes the mobile authorization withdrawal instruction in the following manner: using a reserved track circuit low-frequency information code as the mobile authorization withdrawal instruction, and sending the mobile authorization withdrawal instruction through the track circuit.

[0014] Furthermore, the way in which the train control on-board equipment in step 2 executes the mobile authorization withdrawal instruction is as follows: the temporary speed limit server and the train control on-board equipment realize two-way transmission of information between the vehicle and the ground through the mobile communication system, and when the temporary speed limit server receives the train stop message sent by the train control on-board equipment, the temporary speed limit server replies with the mobile authorization withdrawal instruction to the train control on-board equipment.

[0015] Furthermore, the method of sending the train protection section unlocking information to the train control on-board equipment in step 3 is: sending the train protection section unlocking information via track circuit or mobile communication transmission.

[0016] Furthermore, the method through the track circuit is: using the low-frequency information code reserved by the ZPW-2000 track circuit to send the protection section unlocking information to the train control on-board equipment.

[0017] Furthermore, the method of transmission via mobile communication is: after the train control interlocking integrated equipment receives the train protection section unlocking information, the track circuit coding is not changed, and the train protection section unlocking information is transmitted to the train control on-board equipment via mobile communication through the temporary speed limit server.

[0018] Beneficial effects:

[0019] The present invention sets a train protection section on the outside of the train receiving route. After the train enters the departure line, stops steadily and accurately, and has a safe stop, the on-board equipment transmits the collected stable and accurate stopping information to the ground equipment, so that the system actively unlocks the protection section, effectively ensuring the driving efficiency of the line. In addition, the protection section information is transmitted to the on-board equipment through the transponder to realize ground-to-train information transmission, and the on-board equipment calculates the driving permission MA based on the code position information and the terminal position of the protection section, thereby realizing the control of the safe entry and parking of the train. Under the premise of ensuring driving safety and operational efficiency, the influence of the station scale on the selection of the signal system is reduced, and the investment in engineering construction is reduced to a certain extent, with good economic and social benefits. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 A schematic diagram of the effective length composition from a station to a departure line for setting a protection section in a method for optimizing the effective length of tracks based on a CTCS system for urban rail provided by the present invention.

[0021] Figure 2 The present invention provides a flow chart for setting up unlocking of protection sections for a method for optimizing the effective length of tracks based on a CTCS system for urban rail.

[0022] Figure 3 A schematic diagram of controlling a train to stop safely by an on-board device according to a method for optimizing effective track length based on a CTCS system for urban rail provided by the present invention.

[0023] Figure 4 The present invention provides a flow chart of sending a mobile authorization withdrawal instruction through a track circuit for a method for optimizing the effective length of tracks based on a CTCS system applicable to urban rail.

[0024] Figure 5 The present invention provides a flow chart for transmitting mobile authorization withdrawal information of a track effective length optimization method based on a CTCS system applicable to urban rail.

[0025] Figure 6 The present invention provides a flow chart of track circuit transmission protection section unlocking information for a track effective length optimization method based on a CTCS system applicable to urban rail.

[0026] Figure 7 The present invention provides a flow chart of uploading unlocking information of protected sections in mobile communication of a method for optimizing effective track length based on a CTCS system for urban rail. DETAILED DESCRIPTION

[0027] The present invention is described in detail with reference to the following embodiments.

[0028] The present invention provides a method for optimizing the effective length of tracks based on the CTCS system for urban rail. The core idea is: a train protection section is set on the outside of the train receiving route. After the train enters the departure line and stops steadily and accurately and has a safe stop, the on-board equipment transmits the collected stable and accurate stopping information to the ground equipment, so that the system actively unlocks the protection section, effectively ensuring the driving efficiency of the line. In addition, the protection section information is transmitted to the on-board equipment through the transponder to realize ground-to-train information transmission, and the on-board equipment calculates the driving permission MA in combination with the code position information and the terminal position of the protection section, thereby realizing the control of the safe entry and parking of the train.

[0029] The present invention provides a method for optimizing the effective length of tracks based on a CTCS system applicable to urban rail, which specifically comprises the following steps:

[0030] Step 1: Set up a train protection section outside the train approach. The effective length of the departure line is determined by the distance between the signal and the warning mark, the distance between the balise and the signal, the distance between the balise groups, the distance between the balise and the parking position, and the train length. The calculation formula for the effective length L of the departure line is:

[0031] L=train length + (distance from signal to warning mark + distance from balise to signal + distance between balise groups + distance from balise to parking position)*2.

[0032] The effective length from the station to the departure line of the protection zone is composed of Figure 1The train protection section refers to a reserved section designed to prevent trains from overstepping signals and causing dangerous consequences.

[0033] Compared with the existing setting of the effective length of the protection section to the departure line, the effective length composition method of the departure line provided by the present invention replaces the platform length with a shorter train length, and the protection section is not restricted by the minimum length of the track circuit. The value of the composition parameter is much smaller than the protection section, thereby effectively reducing the effective length of the departure line.

[0034] Step 2: When the urban train enters the station and stops, the unlocking countdown starts when the front of the train presses into the track. At the same time, the train control on-board equipment controls the urban train to stop steadily and accurately at the departure and arrival lines, and then sends a train stop and accurate message to the temporary speed limit server (TSRS) of the ground equipment through the train-ground wireless message; the temporary speed limit server (TSRS) sends a train stop and accurate message to the train control interlocking integrated equipment (TIS), and at the same time, the train control on-board equipment executes the mobile authorization withdrawal command; after the train control interlocking integrated equipment (TIS) receives the train stop and accurate message or when the unlocking countdown ends, the train control interlocking integrated equipment (TIS) unlocks the protection section. Set the protection section unlocking process as follows: Figure 2 shown.

[0035] In the urban railroad based on the CTCS2-ATO train control system, the protection section information is transmitted from the ground to the train through the transponder. When the train access route is successfully processed and the protection section is locked, the corresponding active message is sent to the on-board equipment through the TIS device to report the protection section information corresponding to the train access route. After the on-board equipment receives the route information with the protection section, it calculates the driving permission MA based on the code position information and the terminal position of the protection section, and uses the target point to calculate the target distance curve to control the train to safely enter the station and stop. The process is as follows: Figure 3 shown.

[0036] The contents of the protection zone information package are shown in Table 1.

[0037] Table 1 Protection zone information package

[0038] Serial number Variable Name Number of bits illustrate 1. NID_XUSER 9 Packet identification code = 0011 1010b 2. Q_DIR 2 Verify direction (reverse valid, forward valid, bidirectional valid, standby) 3. L_PACKET 13 Packet Bits 4. Q_SCALE 2 Distance / length resolution (00b=10cm, 01b=1m, 10b=10m) 5. D_Overlap 15 Distance to the start of the protected area 6. L_Overlap 15 Length of the protection zone 7. T_Sectiontimer 10 Time limit of the protection zone (unit: s)

[0039] Note: T_Sectiontimer is a configurable parameter and needs to be smaller than the delay unlocking time of TIS for the protection section.

[0040] Among them, the way in which the train control on-board equipment executes the mobile authorization withdrawal instruction can be: the train control on-board equipment actively withdraws the mobile authorization to the outside of the exit signal according to the train protection section information, and at the same time sends a train stop message to the temporary speed limit server (TSRS).

[0041] The train control onboard equipment can also execute the mobile authorization withdrawal instruction by using the reserved track circuit low-frequency information code as the mobile authorization withdrawal instruction and sending the mobile authorization withdrawal instruction through the track circuit. The process is as follows: Figure 4 shown.

[0042] The train control on-board equipment can also execute the mobile authorization withdrawal command in the following way: the temporary speed limit server (TSRS) and the train control on-board equipment realize the two-way transmission of train-ground information through the mobile communication system, and use the temporary speed limit server (TSRS) to issue the command. The specific process is as follows: when the temporary speed limit server (TSRS) receives the train stop message sent by the train control on-board equipment, it replies with the mobile authorization withdrawal command. The processing process is as follows: Figure 5 shown.

[0043] Step 3: After receiving the train protection section unlocking information, the train control interlocking integrated device (TIS) sends the train protection section unlocking information to the train control on-board device; after receiving the train protection section unlocking information, the train control on-board device displays a prompt message that the train protection section has been unlocked, completing the train entry process.

[0044] Among them, the way in which the train control interlocking integrated equipment (TIS) sends the train protection section unlocking information to the train control on-board equipment is achieved through track circuit or mobile communication transmission.

[0045] The method of sending through the track circuit is: using the low-frequency information code reserved by the ZPW-2000 track circuit to send the protection section unlocking information to the train control on-board equipment. The process is as follows: Figure 6 The transmission method through mobile communication is: after TIS receives the train protection section unlocking information, it does not change the track circuit coding, and transmits the train protection section unlocking information to the train control on-board equipment through mobile communication through TSRS. The process is as follows Figure 7 shown.

[0046] Finally, it should be noted that it is obvious that those skilled in the art can make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include these modifications and variations.

[0047] The above is only an example of implementation of the present invention, but it cannot be used to limit the scope of the present invention. Any structural changes made according to the present invention, as long as they do not lose the essence of the present invention, should be regarded as falling within the scope of protection of the present invention and being restricted. Those skilled in the art can clearly understand that for the convenience and simplicity of description, the specific working process and related instructions of the method described above can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here.

[0048] The term "comprise" or any other similar term is intended to cover a non-exclusive inclusion such that a process, method, article, or apparatus / method that comprises a list of elements includes not only those elements but also other elements not expressly listed or inherent to such process, method, article, or apparatus / method.

[0049] So far, the technical solutions of the present invention have been described in conjunction with the further embodiments shown in the accompanying drawings, but it is easy for those skilled in the art to understand that the protection scope of the present invention is obviously not limited to these specific embodiments. Without departing from the principle of the present invention, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will fall within the protection scope of the present invention.

[0050] In summary, the above are only preferred embodiments of the present invention and are not intended to limit the protection scope of the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A method for optimizing the effective length of tracks based on the CTCS system applicable to urban rail, characterized in that: The following steps are involved: Step 1: Set up a train protection section outside the train receiving route. The effective length to the departure line is determined by the distance between the signal and the warning mark, the distance between the balise and the signal, the distance between balise groups, the distance between the balise and the parking position, and the length of the train. Step 2: When the train enters the station and stops, the unlocking countdown is started. The train control on-board equipment controls the train to stop steadily and accurately at the arrival and departure line, and then sends a train stop and accurate message to the temporary speed limit server; the temporary speed limit server sends a train stop and accurate message to the train control interlocking integrated equipment, and the train control on-board equipment executes the mobile authorization withdrawal command at the same time; when the train control interlocking integrated equipment receives the train stop and accurate message or the unlocking countdown ends, the train control interlocking integrated equipment unlocks the protection section; Step 3: After receiving the train protection section unlocking information, the train control interlocking integrated equipment sends the train protection section unlocking information to the train control on-board equipment; after receiving the train protection section unlocking information, the train control on-board equipment displays a prompt message that the train protection section has been unlocked, completing the train entry process.

2. The effective track length optimization method according to claim 1, characterized in that: The calculation formula for the effective length L of the departure line is: L=train length+(distance from signal to warning mark+distance from balise to signal+distance between balise groups+distance from balise to parking position)*2.

3. The effective track length optimization method according to claim 1, characterized in that: The method of sending the train stable and accurate stop message to the temporary speed limit server of the ground equipment in step 2 is: sending it through the train-to-ground wireless message.

4. The method for optimizing effective track length according to claim 1, characterized in that: The way in which the train control on-board equipment in step 2 executes the mobile authorization withdrawal instruction is: the train control on-board equipment actively withdraws the mobile authorization to the outside of the exit signal according to the train protection section information, and at the same time sends a train stop message to the temporary speed limit server.

5. The method for optimizing effective track length according to claim 1, characterized in that: The train control on-board equipment in step 2 executes the mobile authorization withdrawal instruction in the following manner: using the reserved track circuit low-frequency information code as the mobile authorization withdrawal instruction, and sending the mobile authorization withdrawal instruction through the track circuit.

6. The effective track length optimization method according to claim 1, characterized in that: The way in which the train control on-board device in step 2 executes the mobile authorization withdrawal instruction is as follows: the temporary speed limit server and the train control on-board device realize two-way transmission of information between the vehicle and the ground through the mobile communication system. When the temporary speed limit server receives the train stop message sent by the train control on-board device, the temporary speed limit server replies with the mobile authorization withdrawal instruction to the train control on-board device.

7. The effective track length optimization method according to claim 1, characterized in that: The method of sending the train protection section unlocking information to the train control on-board equipment in step 3 is: sending the train protection section unlocking information via track circuit or mobile communication transmission.

8. The method for optimizing effective track length according to claim 7, characterized in that: The method through the track circuit is: using the low-frequency information code reserved by the ZPW-2000 track circuit to send the protection section unlocking information to the train control on-board equipment.

9. The method for optimizing effective track length according to claim 7, characterized in that: The method of transmission through mobile communication is: after the train control interlocking integrated device receives the train protection section unlocking information, the track circuit coding is not changed, and the train protection section unlocking information is transmitted to the train control on-board device through the temporary speed limit server via mobile communication.

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