Train pull-in control method, device and equipment and medium

Abstract

The invention relates to the technical field of rail transit, in particular to a train pull-in control method, device and equipment and a medium. When the train enters the station and stops, an emergency braking curve EBI is adopted to replace a common braking curve SBI, so that the safety protection distance is safely shortened. According to the method, monitoring of the train pull-in parking curve is optimized, a driver controls the train under the emergency monitoring curve, the train pull-in control speed of the train is increased, the purpose that the emergency braking protection distance 50 m replaces the common braking protection distance 60 m is achieved, the effective length of a departure line can be reduced, the total length of the left side and the right side can be reduced by 20 m, and therefore engineering construction investment is greatly saved; and the train operation efficiency is improved.

Description

Technical Field

[0001] The present disclosure relates to the technical field of rail transit, and particularly to a train approaching station control method, device, equipment and medium. Background Art

[0002] Most large railway stations adopt elevated or underground laying methods, so the effective length of arrival and departure lines greatly affects the scale of civil engineering works.

[0003] The disadvantages of the existing technologies include: in the existing rail transit control field, there are mainly the following two design methods for the effective length of tracks:

[0004] For the effective length of subway arrival and departure lines, a protection section is added outside the arrival and departure lines, which greatly shortens the effective length of the arrival and departure lines. However, this design is not applicable to the CTCS technology system of large railways, nor to complex stations with multiple arrival and departure lines.

[0005] For the effective length of large railway arrival and departure lines, a safety protection section is considered inside the arrival and departure lines, resulting in an excessive effective length of the arrival and departure lines, causing huge investment in civil engineering works, and reducing the train operation tracking efficiency. If the subway design method is referred to, the modification workload of the CTCS train control equipment technology system is relatively large, and it will also lead to a reduction in the efficiency of train receiving and dispatching operations at large railway stations.

[0006] It is estimated that for every 1m reduction in the effective length of the arrival and departure lines, the construction area of the station is 80m 2 , and the investment is reduced by about 1.2 million. For a station with side train receiving and dispatching, the approach of a train with an effective length of 360m to the arrival and departure line will be 1.6s less than that of 400m, and the departure will also be 1.6s less. A total of 3.2s can be saved for entering and leaving the station. Therefore, effectively shortening the effective length of the arrival and departure lines of the station can significantly save project investment and improve operation efficiency.

[0007] In summary, there is an urgent need for a technical solution to effectively shorten the effective length of the arrival and departure lines of the station. Summary of the Invention

[0008] In view of the above problems, the present disclosure provides a train approaching station control method, device, equipment and medium, which is used to optimize the effective length of the arrival and departure lines under the condition of meeting safety and usability requirements.

[0009] In a first aspect, a train approaching station control method includes:

[0010] Confirm the starting point and stopping end point of the train position within the station;

[0011] Based on the starting point and stopping end point of the train position within the station, monitor using the emergency braking curve EBI and / or the service braking curve SBI according to the relative position of the train to shorten the safety protection distance;

[0012] Confirm the starting point and the stopping end point of the train within the station, including:

[0013] When based on the CTCS-2 level train control system architecture, set the information of the entrance signal, the exit signal and the end of the movement authority EOA at the ground entrance balise group.

[0014] When the on-board equipment passes over the ground entrance balise group and obtains that the signal type at the first distance based on this balise is the entrance signal, the on-board equipment determines that the train has passed the entrance signal to identify that the current train enters the station area.

[0015] When the on-board equipment passes over the ground entrance balise group and obtains that the signal type at the second distance based on this balise is the exit signal, the on-board equipment determines that the train has not passed the exit signal and the end of the movement authority has not passed the exit signal according to the position of the exit signal to identify that the current train is stopping within the station.

[0016] Furthermore, confirming the starting point and the stopping end point of the train within the station also includes:

[0017] When based on the train control system architecture of vehicle-to-ground wireless communication, during the process of the ground radio block center RBC allocating the calculated movement authority for the train, provide the information of the entrance signal, the exit signal and the end of the movement authority EOA included in the movement authority path to the on-board equipment.

[0018] When the on-board equipment obtains that the signal type at the first distance based on the reference balise is the entrance signal, the on-board equipment determines that the train has passed the entrance signal to identify that the current train enters the station area.

[0019] When the on-board equipment obtains that the EOA type is the exit signal, the on-board equipment determines that the end of the train's movement authority is within the station to identify that the current train is stopping within the station.

[0020] Furthermore, based on the starting point and the stopping end point of the train within the station, adopt EBI, and / or, SBI curve monitoring according to the relative position of the train, including:

[0021] When the train runs within the station, the train target speed is 0 and the target point is within the station, the target speed monitoring area TSM area does not monitor the service brake curve SBI, and the ceiling speed monitoring area CSM area keeps the existing monitoring scheme unchanged.

[0022] Furthermore, based on the starting point and the stopping end point of the train within the station, adopt EBI, and / or, SBI curve monitoring according to the relative position of the train also includes:

[0023] The ATP train control curve model remains unchanged, and the display scheme of the on-board man-machine interface DMI remains unchanged.

[0024] Further, based on the starting point and the stopping end point of the train position within the station, according to the relative position of the train, EBI, and / or, SBI curve monitoring is adopted, and it further includes:

[0025] When the train has entered the station but is still under CSM area monitoring, the existing monitoring scheme is maintained while monitoring both the SBI and EBI curves.

[0026] Further, based on the starting point and the stopping end point of the train position within the station, according to the relative position of the train, EBI, and / or, SBI curve monitoring is adopted, and it further includes:

[0027] When the train has entered the station and is under TSM area monitoring, the monitoring of each curve is processed as follows:

[0028] The EBI calculation method remains unchanged;

[0029] SBI is not monitored;

[0030] The allowable speed P is calculated according to the EBI speed mode curve;

[0031] The alarm speed value W calculation method remains unchanged.

[0032] In a second aspect, a method for shortening the effective length of the station arrival and departure lines adopts the above-mentioned train approach control method, and uses the emergency braking protection distance to replace the service braking protection distance to reduce the effective length of the arrival and departure lines.

[0033] In a third aspect, a train approach control device includes: when the train is approaching the station for stopping, the above-mentioned train approach control method is adopted, and the emergency braking curve EBI is used to replace the service braking curve SBI method to shorten the safety protection distance.

[0034] In a fourth aspect, an electronic device includes a processor, a communication interface, a memory, and a communication bus. Among them, the processor, the communication interface, and the memory complete mutual communication through the communication bus;

[0035] The memory stores a computer program;

[0036] The processor is used to implement the above-mentioned train approach control method when executing the computer program stored on the memory.

[0037] In a fourth aspect, a computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, it implements the above-mentioned train approach control method.

[0038] The present disclosure has at least the following beneficial effects:

[0039] The present disclosure optimizes the monitoring of the train approach and stop curve. The driver controls the train under the emergency monitoring curve, which improves the train approach control speed and replaces the service brake protection distance of 60 m with an emergency brake protection distance of 50 m, thereby reducing the effective length of the arrival and departure lines. A total of 20 m can be reduced on both the left and right sides, significantly saving the engineering construction investment and improving the train operation efficiency.

[0040] Other features and advantages of the present disclosure will be set forth in the following description, and in part will be obvious from the description, or may be learned by practice of the present disclosure. The objectives and other advantages of the present disclosure may be realized and attained by the structure particularly pointed out in the specification and the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure or the prior art, the following briefly introduces the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present disclosure. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0042] Figure 1 It is a schematic diagram of the composition of the effective length of the arrival and departure lines;

[0043] Figure 2 It is a schematic diagram of the structure of the electronic device. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0044] To make the objectives, technical solutions, and advantages of the embodiments of the present disclosure clearer, the following clearly and completely describes the technical solutions in the embodiments of the present disclosure with reference to the drawings in the embodiments of the present disclosure. Obviously, the described embodiments are some, but not all, of the embodiments of the present disclosure. All other embodiments obtained by those of ordinary skill in the art without creative efforts based on the embodiments in the present disclosure belong to the scope of protection of the present disclosure.

[0045] The present disclosure provides a train approach control method, which includes:

[0046] When the train is approaching for a stop, an emergency brake curve EBI is used instead of the service brake curve SBI to safely shorten the safety protection distance.

[0047] Using the emergency brake curve EBI instead of the service brake curve SBI includes:

[0048] Confirming the starting point and the stopping end of the train position within the station;

[0049] Based on the starting point and stopping end point of the train position within the station, the emergency braking curve EBI and / or the service braking curve SBI are used for monitoring according to the relative position of the train.

[0050] Confirm the starting point and stopping end point of the train position within the station, including:

[0051] When based on the CTCS-2 level train control system architecture, set the approaching signal, departure signal and the end of the movement authority EOA information in the ground approaching balise group.

[0052] When the on-board equipment passes over the ground approaching balise group and obtains that the signal type at the first distance based on this balise is the approaching signal, the on-board equipment determines that the train has passed the approaching signal to identify that the current train has entered the station area.

[0053] When the on-board equipment passes over the ground approaching balise group and obtains that the signal type at the second distance based on this balise is the departure signal, the on-board equipment determines that the train has not passed the departure signal and the end of the movement authority has not passed the departure signal according to the position of the departure signal to identify that the current train is parking within the station.

[0054] In specific implementation, it is introduced as follows: The national railway high-speed rail lines mainly adopt the CTCS-2 or CTCS-3 level train control systems. The available length of the arrival and departure track is the distance from the fouling mark at one end of the track to the fouling mark at the other end, and the composition of the available length is as Figure 1 shown, and the calculation process is shown in Table 1:

[0055] Table 1

[0056]

[0057] This disclosure mainly optimizes the control of the on-board equipment approaching and parking curve. When it is determined that the train is approaching and parking, only the emergency braking curve (EBI) is monitored to replace the existing service braking monitoring (SBI) method, thereby shortening an important component factor in the available length of the arrival and departure track, that is, safely shortening the safety protection distance.

[0058] Train approaching identification scheme (applicable to CTCS-2 level train control system):

[0059] To implement the SBI non-monitoring function under specific conditions, it is necessary to identify whether the train is within the station and whether the end of the movement authority (EOA) is within the station. This scheme is based on the existing CTCS-2 level train control system architecture and uses the vehicle-ground combination method to complete the in-station determination of the train position starting point and stopping end point. The specific design is shown in Table 2 below:

[0060] Table 2

[0061]

[0062]

[0063] Fill in the CTCS-1 information packet in the ground approach balise group to describe whether there is a signal at the entrance of the station within the first section in front of the balise to the inside of the approach.

[0064] When the on-board equipment passes over this ground approach balise group and obtains that the signal type at the D_SIGNAL distance based on this balise is an approach signal, the on-board equipment can determine whether the train has passed over the approach signal, thereby identifying whether the current train has entered the station area.

[0065] When the on-board equipment passes over this ground approach balise group and obtains that the signal type at the length distance of several track sections based on this balise is a departure signal, the on-board equipment can determine whether the train has passed over the departure signal and whether the end of the movement authority has passed over the departure signal, thereby identifying whether the current train has left the station area or is stopped within the station.

[0066] Train approach identification scheme (applicable to the train control system based on vehicle-ground wireless communication):

[0067] To implement the SBI non-monitoring function under specific conditions, it is necessary to identify whether the train is within the station and whether the end of the movement authority (EOA) is within the station. This scheme is based on the existing train control system architecture based on vehicle-ground wireless communication and adopts a vehicle-ground combined method to complete the in-station determination of the starting point and stopping point of the train position. The specific design is shown in Table 3:

[0068] Table 3

[0069]

[0070]

[0071]

[0072] Design the CTCS-132 information packet in the vehicle-ground wireless communication interface to describe the signal, switch and EOA end information within the movement authority.

[0073] During the process of the ground RBC allocating the calculated movement authority for the train, it provides the signal, switch and EOA end information included in the movement authority path to the on-board equipment.

[0074] When the on-board equipment receives the CTCS-132 packet and obtains that the signal type at the D_SIGNAL distance based on the reference balise is an approach signal, the on-board equipment can determine whether the train has passed over the approach signal, thereby identifying whether the current train has entered the station area.

[0075] When the on-vehicle equipment receives the CTCS-132 packet and obtains that the EOA type Q_EOA is the departure signal, the on-vehicle equipment can determine that the end point of the train's movement authority is within the station; otherwise, it is a non-station stop.

[0076] Train approach and stop curve monitoring scheme:

[0077] The existing train braking model involves the calculation of three monitoring curves under two speed monitoring areas (ceiling speed monitoring area and target speed monitoring area), including the emergency braking intervention curve EBI, service braking intervention curve SBI, alarm monitoring curve W, and permitted speed curve P. The following are the calculation requirements of the existing on-vehicle specifications:

[0078] In the ceiling speed monitoring area (CSM area: Ceiling Speed Monitoring Section):

[0079] Alarm speed = Permitted speed (current MRSP speed: the most restrictive speed limit curve, Most Restrictive Speed Profile) + 2 km / h;

[0080] SBI = Permitted speed + 5 km / h;

[0081] EBI = Permitted speed + 10 km / h (when the permitted speed is less than or equal to 250 km / h);

[0082] In the target speed monitoring area (TSM area: Target Speed Monitoring Section):

[0083] Alarm speed = Permitted speed (calculated according to the SBI speed mode curve) + 2 km / h;

[0084] SBI is calculated according to the speed mode curve;

[0085] EBI is calculated according to the speed mode curve.

[0086] The present disclosure optimizes the in-station stop and train control curve by adopting the following rules:

[0087] When the train runs into the station, with the target speed being 0 and the target point within the station, the service braking is not monitored in the TSM area, and the existing scheme in the CSM area remains unchanged;

[0088] The basic train control curve model of ATP remains unchanged, and the display scheme of the on-vehicle human-machine interface (DMI) remains unchanged;

[0089] If the train has entered the station but is still under the monitoring of the CSM area, the existing situation is maintained, and the SBI and EBI curves are monitored simultaneously;

[0090] If the train has entered the station and is under TSM area monitoring, the monitoring of each curve shall be processed according to the following requirements:

[0091] EBI: The calculation method remains unchanged;

[0092] SBI (not monitored);

[0093] Permitted speed P: Calculated from the EBI speed mode curve;

[0094] Alarm speed value W: The calculation method remains unchanged.

[0095] The determination and recognition method applicable to the train approaching and stopping scenario of the CTCS technology system proposed in this disclosure includes two designs implemented based on the train-ground interaction method. The method for optimizing the in-station stopping curve proposed in this disclosure only monitors the emergency braking mode in the TSM area.

[0096] A method for shortening the effective length of the station arrival and departure lines adopts the above-mentioned train approach control method, and uses the emergency braking protection distance to replace the service braking protection distance to reduce the effective length of the arrival and departure lines.

[0097] This disclosure proposes a control method applicable to the CTCS technology system and capable of shortening the design of the effective track length, thereby reducing the investment scale of the civil engineering of large railway stations and improving the train operation tracking efficiency.

[0098] A train approach control device includes:

[0099] When the train is approaching and stopping, the emergency braking curve EBI is used instead of the service braking curve SBI method to safely shorten the safety protection distance.

[0100] As Figure 2 shown, this disclosure provides an electronic device, including a processor 201, a communication interface 202, a memory 203, and a communication bus 204. Among them, the processor 201, the communication interface 202, and the memory 203 complete mutual communication through the communication bus 204;

[0101] The memory 203 stores a computer program;

[0102] The processor 201 is used to implement the above-mentioned train approach control method when executing the computer program stored on the memory 203.

[0103] This disclosure provides a computer-readable storage medium storing a computer program, and the computer program realizes the above-mentioned train approach control method when executed by a processor.

[0104] The computer-readable storage medium may be included in the device / apparatus described in the foregoing embodiments; or it may exist independently without being assembled into the device / apparatus. The foregoing computer-readable storage medium carries one or more programs, and when the one or more programs are executed, the method according to the embodiments of the present disclosure is implemented.

[0105] According to an embodiment of the present disclosure, the computer-readable storage medium may be a non-volatile computer-readable storage medium, for example, it may include but is not limited to: portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing. In the present disclosure, the computer-readable storage medium may be any tangible medium that contains or stores a program, and the program may be used by or in combination with an instruction execution system, device, or apparatus.

[0106] Although the present disclosure has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements on some of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present disclosure.

Claims

1. A train entry control method, characterized in that: include: Confirm the train position starting point and stop end point in the station; Based on the train position start point and stop end point in the station, the emergency braking curve EBI and / or the common braking curve SBI curve monitoring are used according to the relative position of the train to shorten the safety protection distance; Confirm the train's starting point and stopping point within the station, including: When based on the CTCS-2 level train control system architecture, the entry signal, exit signal and driving permission end point EOA information are set in the ground entry transponder group; When the on-board device passes the ground entry transponder group and obtains that the signal type at the first distance based on the transponder is an entry signal, the on-board device determines that the train has passed the entry signal to identify that the current train has entered the station range; When the on-board equipment passes the ground entry transponder group and obtains that the signal type at the second distance based on this transponder is an exit signal, the on-board equipment determines that the train has not passed the exit signal and the end point of the driving permit has not passed the exit signal according to the position of the exit signal, so as to identify that the current train is stopped in the station.

2. A train entry control method according to claim 1, characterized in that: Confirm the train's starting point and stopping point within the station, including: When the train control system architecture is based on train-to-ground wireless communication, the ground wireless block center RBC provides the entry signal, exit signal and EOA information of the driving permission path to the on-board equipment in the process of allocating and calculating the driving permission for the train; When the on-board device obtains that the type of the signal at the first distance based on the reference transponder is an entry signal, the on-board device determines that the train has passed the entry signal to identify that the current train has entered the station range; When the on-board equipment obtains that the EOA type is an exit signal, the on-board equipment determines that the train's driving permission destination is inside the station to identify that the current train is stopping inside the station.

3. A train entry control method according to claim 1, characterized in that: Based on the train position start point and stop end point in the station, EBI and / or SBI curve monitoring is used according to the relative position of the train, including: When the train runs into the station, the train target speed is 0 and the target point is inside the station, the target speed monitoring area TSM area does not monitor the common braking curve SBI, and the ceiling speed monitoring area CSM area maintains the existing monitoring plan unchanged.

4. A train entry control method according to claim 1, characterized in that: Based on the train position start and stop end in the station, EBI and / or SBI curve monitoring is used according to the relative position of the train, including: The ATP vehicle control curve model remains unchanged, and the on-board human-machine interface DMI display solution remains unchanged.

5. A train entry control method according to claim 1, characterized in that: Based on the train position start and stop end in the station, EBI and / or SBI curve monitoring is used according to the relative position of the train, including: When the train has entered the station but is still under monitoring in the CSM area, the existing monitoring plan is maintained and the SBI and EBI curves are monitored simultaneously.

6. A train entry control method according to claim 1, characterized in that: Based on the train position start and stop end in the station, EBI and / or SBI curve monitoring is used according to the relative position of the train, including: When the train has entered the station and is under TSM monitoring, each curve monitoring is processed as follows: The EBI calculation method remains unchanged; SBI does not monitor; The permissible speed P is calculated based on the EBI speed pattern curve; The calculation method of the alarm speed value W remains unchanged.

7. A method for shortening the effective length from a station to a departure line, characterized in that: A train entry control method according to any one of claims 1 to 6 is adopted, wherein the emergency braking protection distance is used to replace the common braking protection distance to reduce the effective length of the departure line.

8. A train entry control device, characterized in that: include: When the train stops at the station, a train entry control method according to any one of claims 1 to 6 is adopted, and an emergency braking curve EBI is used instead of a common braking curve SBI to shorten the safety protection distance.

9. An electronic device, characterized in that: It includes a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other through the communication bus; a memory storing a computer program; The processor is used to implement a train entry control method according to any one of claims 1 to 6 when executing a computer program stored in a memory.

10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, a train entry control method according to any one of claims 1 to 6 is implemented.

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