Automatic vehicle control method in urban rail transit manual driving mode

Abstract

The invention discloses an automatic train control method in an urban rail transit manual driving mode, and the method specifically comprises the steps: enabling a vehicle-mounted subsystem to judge a current train driving mode, and enabling the automatic train control subsystem to obtain a dispatching command issued by train dispatching when the current train driving mode is judged to be the manual driving mode; the dispatching command is converted into a train control step of the train, and a train moving path is obtained according to the train control step obtained through conversion; calling an equipment state on the train moving path, and setting a virtual parking point according to the called equipment state; and the automatic train control subsystem performs information interaction with the train-mounted subsystem based on the current position of the train, the running direction, the train moving path and the calculated virtual parking point, and automatically controls the train to run. According to the method, manual intervention in the train running process can be reduced, faults caused by manual operation errors are avoided, and the investment of labor cost is greatly reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of urban rail transit, and in particular to an automatic train control method in the manual driving mode of urban rail transit. Background Art

[0002] In the urban rail transit signal system, the on-vehicle system is divided into two forms: the automatic driving mode and the manual driving mode. The automatic driving mode means that when the train is in the CBTC mode, it can automatically complete tasks such as arriving at the station and stopping, automatically opening and closing the doors, and automatic cruising. The manual driving mode is that the crew operates the equipment on the driver's console and realizes tasks such as train cruising, opening and closing the doors, and stopping through manual intervention. Although the train can choose the automatic driving mode to automatically complete the train's operation tasks, in the face of scenarios such as in-service train failures on the main line, signal system tests, and signal single-system training scenarios, the train must be switched from the automatic driving mode to the manual driving mode. For this manual driving mode, the on-vehicle system can only provide protection in terms of speed limit, and other train operations or protections need to be manually completed by the crew. This manual driving mode requires highly professional technical personnel to operate both during system testing and passenger operation. Otherwise, it is very easy to cause danger or unnecessary losses due to the operation errors of technical personnel. Summary of the Invention

[0003] The purpose of the present invention is to overcome the deficiencies in the prior art and provide an automatic train control method in the manual driving mode of urban rail transit. The automatic train control subsystem automatically confirms the train's dispatching order, determines the virtual stop point of the train according to the dispatching order, and then the automatic train control subsystem interacts with the on-vehicle subsystem based on the current location of the train, the running direction, the train movement path, and the calculated virtual stop point to automatically control the train operation. It can solve the problem that when the existing train is in the manual driving mode, the on-vehicle system can only provide protection in terms of speed limit, and other train operations or protections need to be manually completed by the crew, which is very easy to cause danger or unnecessary losses due to the operation errors of technical personnel, reduce the manual intervention during the train operation process, avoid the occurrence of faults caused by human operation errors, and greatly reduce the investment in labor costs.

[0004] The purpose of the present invention is achieved through the following technical solutions:

[0005] An automatic train control method in the manual driving mode of urban rail transit includes:

[0006] The on-vehicle subsystem judges the current train running mode. When it is judged to be the manual driving mode, the automatic train control subsystem obtains the dispatching order issued by the train dispatcher.

[0007] Convert the dispatching order into the train control steps, and obtain the train movement path according to the converted train control steps;

[0008] Retrieve the equipment status on the train movement path, and set virtual stopping points according to the retrieved equipment status;

[0009] The automatic train control subsystem performs information interaction with the on-vehicle subsystem based on the current location of the train, the running direction, the train movement path, and the calculated virtual stopping points, and automatically controls the train operation.

[0010] Further, the virtual stopping points include moving virtual stopping points and variable virtual stopping points.

[0011] Further, the setting of virtual stopping points according to the retrieved equipment status includes:

[0012] Obtain the signal status, switch status, and platform requirements;

[0013] Judge whether the signal is a running signal according to the signal status. If the signal is an allow signal, no virtual stopping point is set. If the signal is a prohibited signal, a variable virtual stopping point is set at the signal;

[0014] Judge whether the train route is open according to the switch status. If the route is not open, a variable virtual stopping point is set at each switch inside the route. If the route is open, no virtual stopping point is set for the switches inside the route;

[0015] Judge whether the platform requirements include a parking requirement. If the platform requirements include a parking requirement, a variable virtual stopping point is set at the corresponding platform. If the platform requirements do not include a parking requirement, no virtual stopping point is set for the corresponding platform;

[0016] Set a moving virtual stopping point at a preset distance behind the train, and the position of the set moving virtual stopping point moves following the movement of the train.

[0017] Further, the automatic train control subsystem performs information interaction with the on-vehicle subsystem based on the current location of the train, the running direction, and the calculated virtual stopping points, and automatically controls the train to run, including:

[0018] The automatic train control subsystem determines each block section on the train movement path according to the current location and running direction of the train;

[0019] The automatic train control subsystem sends the positions of all virtual stopping points within the nearest block section to the on-vehicle subsystem;

[0020] The on-vehicle subsystem determines the position of the nearest virtual stopping point in the train's running direction. After the virtual train stops steadily at this virtual stopping point position, the on-vehicle subsystem skips this virtual stopping point position and calculates the position of the next virtual stopping point until the parking tasks for all virtual stopping point positions within the current block section are completed;

[0021] The automatic train operation system then sends all the virtual stopping point positions within the next block section to the on-vehicle subsystem.

[0022] Furthermore, the automatic train operation subsystem conducts information interaction with the on-vehicle subsystem based on the current position of the train, the running direction, and the calculated virtual stopping points, and automatically controls the train's running. It also includes:

[0023] When the virtual train stops steadily at one of the virtual stopping point positions, the on-vehicle subsystem skips this virtual stopping point and calculates the position of the next virtual stopping point;

[0024] Calculate the distance between the virtual stopping point position where the virtual train docks and the next virtual stopping point position, and compare the calculated distance with the preset visual distance;

[0025] If the calculated distance is less than the preset visual distance, then skip the next virtual stopping point position and recalculate the next virtual stopping point position after the skipped virtual stopping point position until the distance between the calculated virtual stopping point position and the virtual stopping point where the virtual train docks exceeds the preset visual distance;

[0026] Take the virtual stopping point position whose distance from the virtual stopping point where the virtual train docks exceeds the preset visual distance as the virtual stopping point position for the virtual train to dock next.

[0027] Furthermore, when the distance between the calculated virtual stopping point position and the virtual stopping point where the virtual train docks is less than the preset visual distance, also judge the type of the virtual stopping point corresponding to the calculated virtual stopping point position. If the virtual stopping point corresponding to the calculated virtual stopping point position is a variable virtual stopping point, then skip this virtual stopping point; if the virtual stopping point corresponding to the calculated virtual stopping point position is a moving virtual stopping point, then do not skip this virtual stopping point and take this virtual stopping point as the virtual stopping point position for the virtual train to dock next.

[0028] Furthermore, the automatic train operation subsystem conducts information interaction with the on-vehicle subsystem based on the current position of the train, the running direction, the train's movement path, and the calculated virtual stopping points, and automatically controls the train's operation, including,

[0029] The automatic train operation subsystem sends the current position of the train, the running direction, and the train's movement path to the on-vehicle subsystem, and the on-vehicle subsystem determines the moving target position according to the train's movement path;

[0030] Activate the locomotive in the corresponding direction based on the current location, running direction, and moving target location of the train, and output the traction command and traction level to the automatic control subsystem;

[0031] The automatic control subsystem places the controller in the traction position and controls the acceleration of the train's acceleration according to the traction level;

[0032] The on-vehicle subsystem generates a train movement curve based on the train's driving conditions, and sends a braking command and braking level to the automatic control subsystem according to the train movement curve and the calculated virtual stopping point;

[0033] The automatic control subsystem places the controller in the braking position according to the braking command sent by the on-vehicle subsystem, and applies the corresponding braking force according to the braking level to control the train to stop at the virtual stopping point.

[0034] Further, the dispatching order includes a virtual train number, a destination, and an operation task.

[0035] Further, the automatic control subsystem interacts with the on-vehicle subsystem based on the current location, running direction, train movement path, and calculated virtual stopping point of the train, and automatically controls the train operation. Further, after the automatic control subsystem automatically controls the train operation and completes the operation task of the dispatching order, it also feeds back the completion status of the operation task to the train dispatcher according to the voice communication subsystem of the wireless train dispatching.

[0036] Further, the application scenarios of the automatic train control method in the manual driving mode of urban rail transit include scenarios of main line operation train failures, signal system tests, and signal single system training.

[0037] The beneficial effects of the present invention are:

[0038] The automatic control subsystem automatically confirms the dispatching order of the train, and can determine the train control steps according to the dispatching order, so as to determine the train running path of the train. And since corresponding parking operations are required for the train on the train running path of the train, the virtual stopping point of the train is determined according to the train running path and the corresponding equipment status. The automatic control subsystem then interacts with the on-vehicle subsystem based on the current location, running direction, train movement path, and calculated virtual stopping point of the train, realizing that the train can also automatically complete operation tasks such as automatic cruise, automatic door opening and closing at the station, and parking in the manual driving mode. It aims to reduce manual intervention during the train operation process, avoid failures caused by human operation errors, and greatly reduce the input of labor costs. Description of the Drawings

[0039] Figure 1It is a schematic flow diagram of the present invention;

[0040] Figure 2 It is a schematic diagram of a fault scenario of a main line operation train in an embodiment of the present invention;

[0041] Figure 3 It is a schematic diagram of a signal system test scenario in an embodiment of the present invention;

[0042] Figure 4 It is a schematic diagram of the state of the route equipment of S01 - S05 in a signal system test scenario in an embodiment of the present invention;

[0043] Figure 5 It is a state diagram of the route equipment of X06 - X02 in a signal system test scenario before route handling in an embodiment of the present invention;

[0044] Figure 6 It is a state diagram of the route equipment of X06 - X02 in a signal system test scenario after route handling in an embodiment of the present invention. Specific implementation manner

[0045] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0046] Embodiment:

[0047] An automatic train control method in the manual driving mode of urban rail transit, as Figure 1 shown, includes,

[0048] The on - vehicle subsystem judges the current train running mode. When it is judged to be the manual driving mode, the automatic train control subsystem obtains the dispatching order issued by the train dispatcher;

[0049] Converts the dispatching order into the train control steps of the train, and obtains the train movement path according to the converted train control steps;

[0050] Retrieves the equipment status on the train movement path, and sets virtual stopping points according to the retrieved equipment status;

[0051] The automatic train control subsystem performs information interaction with the on - vehicle subsystem based on the current position of the train, the running direction, the train movement path, and the calculated virtual stopping points, and automatically controls the train operation.

[0052] The automatic train control method in the manual driving mode of urban rail transit is implemented relying on the automatic train control component framework. The automatic train control component framework includes an automatic train control subsystem, a voice call subsystem, an on-vehicle subsystem, and a redis data server. The automatic train control subsystem is an autonomous train control system that interacts with the voice call subsystem, the on-vehicle subsystem, and the redis data server to control the train. It can control trains in two manual driving modes, namely RM and IATP. In both of these manual driving modes, the train can be automatically upgraded according to the current conditions. And in both of these manual driving modes, when there is no communication between the on-vehicle subsystem and the trackside interlocking and ZC subsystems, it is a way to ensure the safe operation of the train by relying on the virtual stop points sent by the automatic train control subsystem.

[0053] The redis data server is a dynamically updated real-time data storage space. The interlocking subsystem can store the trackside equipment status in the redis data server in real time, and the on-vehicle subsystem can also store the current position of the train in the redis data server in real time. The automatic train control subsystem retrieves the relevant equipment status from the redis data server to calculate the position of the virtual stop point ahead.

[0054] The virtual stop point includes a moving virtual stop point and a variable virtual stop point.

[0055] A moving virtual stop point is set with a virtual stop point at a certain distance behind each moving train. This virtual stop point will move along with the train. Its main function is to prevent the following manually driven virtual train from hitting the current virtual train.

[0056] The variable virtual stop point changes according to the equipment status and the scenario.

[0057] Setting the virtual stop point according to the retrieved equipment status includes:

[0058] Obtain the signal status, switch status, and platform requirements;

[0059] Judge whether the signal is a running signal according to the signal status. If the signal is an allowed signal, no virtual stop point is set. If the signal is a prohibited signal, a variable virtual stop point is set at the signal;

[0060] Judge whether the train route is open according to the switch status. If the route is not open, a variable virtual stop point is set at each switch inside the route. If the route is open, no virtual stop point is set for the switches inside the route;

[0061] Determine whether the platform requirement includes a parking requirement. If the platform requirement includes a parking requirement, set a variable virtual parking point at the corresponding platform. If the platform requirement does not include a parking requirement, do not set a virtual parking point at the corresponding platform;

[0062] Set a moving virtual parking point at a preset distance behind the train, and the position of the set moving virtual parking point moves following the movement of the train.

[0063] When setting the virtual parking point according to the switch state, it is also necessary to judge the state of the switch to determine whether it is on the path specified by the route. If the switch is on the path specified by the route, it is determined that the train can pass normally. If the switch is not on the path specified by the route, the automatic train control subsystem needs to initiate a request to rotate the switch or handle the route to the ATS system. And which type of request to initiate specifically is determined by the corresponding manual driving mode of the train. If it is the RM mode, initiate a request to rotate the switch. If it is the IATP mode, initiate a request to handle the route.

[0064] The automatic train control subsystem conducts information interaction with the on-board subsystem based on the current position, running direction of the train, and the calculated virtual parking points, and automatically controls the train to run, including:

[0065] To ensure the control accuracy during the automatic cruise process of the train in the manual driving mode, corresponding virtual parking points are sent respectively according to the block sections. Therefore, the automatic train control subsystem will determine each block section on the train movement path based on the current position and running direction of the train.

[0066] The automatic train control subsystem sends all the virtual parking point positions within the nearest block section to the train to the on-board subsystem at one time;

[0067] The on-board subsystem determines the position of the virtual parking point closest to the train in the running direction of the train, marks it as parking point M1. When the virtual train stops accurately and stably at parking point M1, the on-board subsystem skips parking point M1 and calculates the next parking point M2, and so on, to complete parking points M3, M4…, until the parking tasks for all the virtual parking point positions within the current block section are completed;

[0068] The automatic train control system then sends all the virtual parking point positions within the next block section to the on-board subsystem.

[0069] The processing method of the virtual parking point by the automatic train control subsystem will also change according to the environment. Still taking parking points M1, M2, M3… as an example,

[0070] The virtual train stops stably at parking point M1, and the on-board subsystem skips parking point M1 and calculates the next parking point M2;

[0071] Calculate the distance between the parking point M1 and the parking point M2, and compare the calculated distance with a preset visual distance, where the visual distance is the parallel visual distance of a person in the tunnel. In this embodiment, the visual distance is set to 20 meters.

[0072] If the calculated distance is less than the preset visual distance, skip the parking point M2 and do not perform the parking task at the parking point M2. Instead, directly calculate the parking point M3. If the distance between the parking point M3 and the parking point M1 is still less than the preset visual distance, continue to skip the parking point M3, do not perform the parking task at the parking point M3, and directly calculate the parking point M4, and so on, until the distance between the calculated virtual parking point position and the parking point M1 exceeds the preset visual distance.

[0073] Take the virtual parking point position whose distance from the parking point M1 exceeds the preset visual distance as the virtual parking point position where the virtual train will next stop.

[0074] Moreover, the on-vehicle subsystem only allows skipping variable virtual parking points and does not allow skipping moving virtual parking points. Therefore, when the distance between the calculated virtual parking point position and the virtual parking point where the virtual train stops is less than the preset visual distance, also judge the type of the virtual parking point corresponding to the calculated virtual parking point position. If the virtual parking point corresponding to the calculated virtual parking point position is a variable virtual parking point, skip this virtual parking point; if the virtual parking point corresponding to the calculated virtual parking point position is a moving virtual parking point, do not skip this virtual parking point, and take this virtual parking point as the virtual parking point position where the virtual train will next stop.

[0075] The automatic control subsystem interacts with the on-vehicle subsystem based on the current position of the train, the running direction, the train movement path, and the calculated virtual parking point, and automatically controls the train operation, including

[0076] The automatic control subsystem sends the current position of the train, the running direction, and the train movement path to the on-vehicle subsystem, and the on-vehicle subsystem determines the moving target position according to the train movement path;

[0077] Activate the corresponding direction of the train head according to the current position of the train, the running direction, and the moving target position, and output a traction instruction and a traction level to the automatic control subsystem;

[0078] The automatic control subsystem places the controller in the traction position and controls the acceleration of the train to accelerate according to the traction level;

[0079] The on-vehicle subsystem generates a train movement curve according to the running condition of the train, and sends a braking instruction and a braking level to the automatic control subsystem according to the train movement curve and the calculated virtual parking point;

[0080] The automatic train control subsystem places the controller in the braking position according to the braking command sent by the on-vehicle subsystem, applies corresponding braking force according to the braking level, and controls the train to stop at the virtual stop position.

[0081] The dispatching order includes the virtual train number, destination, and operation task.

[0082] The train number can be used to determine the train number for performing the driving operation; the destination can be used to determine the active locomotive and the running direction of the train; and the operation task can be used to determine the operations that the train needs to perform automatically during the cruise, such as opening and closing doors, stopping, etc.

[0083] After determining the content of the dispatching order, the control operations for the train can be determined, and then the train control steps can be determined according to the train control operations. For example, during the cruise, a stop operation is performed at a specific location.

[0084] Since the destination and the virtual train number are set in the dispatching order, the corresponding train and its location can be determined according to the virtual train number, and then the train movement path can be determined according to its destination.

[0085] The automatic train control subsystem performs information interaction with the on-vehicle subsystem based on the current location of the train, the running direction, the train movement path, and the calculated virtual stop point, and automatically controls the train operation. It also includes that after the automatic train control subsystem automatically controls the train operation and completes the operation task of the dispatching order, it also feeds back the completion status of the operation task to the train dispatcher according to the voice communication subsystem of the wireless train dispatching.

[0086] The application scenarios of the automatic train control method in the manual driving mode of urban rail transit include the scenarios of in-service train failure on the main line, signal system test, and signal single system training.

[0087] For the scenario of in-service train failure on the main line, taking the 211st train being downgraded to an RM mode train at the T1002 section as an example, and the train dispatcher issuing a dispatching order to the 211st train, and the dispatching order being specifically "Train No. 211, run from the current position to the up platform of Station A in RM mode, open the door and standby, please repeat", the execution process of the automatic train control method in the manual driving mode of urban rail transit is specifically as follows:

[0088] The train dispatcher issues a dispatching order: Train No. 211, run from the current position to the up platform of Station A in RM mode, open the door and standby, please repeat.

[0089] The automatic train control subsystem replies: Train No. 211, run from the current position past the red light signal and turnout ahead to the up platform of Station A in RM mode, open the door and standby.

[0090] The automatic train control system switches the train control steps according to the dispatching order. The specific train control steps obtained after the switch are as follows:

[0091] Step 1: Train No. 211 moves from section T1002 to section T1001 in RM mode;

[0092] Step 2: Train No. 211 automatically opens the door at section T1001.

[0093] After determining the train control steps, determine the train movement path of the train according to the train control steps, and then retrieve the corresponding trackside equipment status stored in the redis data server, including that signal S02 is red, switch W0101 is in the normal position, and platform A is located in section T1001.

[0094] Calculate the virtual stop points in combination with the retrieved trackside equipment status. Since signal S02 is red, 1 virtual stop point needs to be set at switch W0101. From this, it can be calculated that there are a total of three virtual stop points on the train movement path, namely virtual stop point 1 is set before the red signal of S02, virtual stop point 2 is set at the normal position of switch W0101, and virtual stop point 3 is set upstream of platform A.

[0095] Combined with the above three set virtual stop points, the final steps that the automatic train control system needs to execute are as follows:

[0096] Step 1: Train No. 211 runs to and stops at virtual stop point 1 before signal S02;

[0097] Step 2: Train No. 211 runs to and stops at virtual stop point 2 before switch W0101;

[0098] Step 3: Train No. 211 runs to and stops at virtual stop point 3 on section T1001;

[0099] Step 4: Train No. 211 opens the door at section T1001.

[0100] Based on the above determined final steps, the automatic train control system interacts with the on-board subsystem to control the automatic operation of Train No. 211. The specific control process is as follows:

[0101] The automatic train control system determines that Train No. 211 is in section T1002, then sends the destination of T001 to the on-board system, and sends the next 2 virtual stop points to the on-board subsystem together;

[0102] The on-board subsystem activates the left front of the train and outputs a forward traction command, and at the same time calculates the train movement curve that can stop at the first virtual stop point, and switches to the corresponding level and sends it to the automatic train control system;

[0103] The automatic train control subsystem places the controller in the traction position and controls the acceleration of the train according to the traction level sent by the on-board subsystem.

[0104] The on-board subsystem sends braking instructions and braking levels to the automatic train control subsystem to ensure that the train stops before the virtual stop point ahead.

[0105] The automatic train control subsystem applies corresponding braking force according to the braking level sent by the on-board subsystem to control the train to stop before virtual stop point 1.

[0106] The above process is executed in a loop until the train moves to T1001, stops, and opens the door.

[0107] After the train moves to T1001, stops, and opens the door, the automatic train control subsystem also replies: Train No. 211 has reached the up platform of Station A and opened the door.

[0108] The fault scenario of the main line operation train is specifically as Figure 2 shown.

[0109] For the signal system test scenario, since voice recognition is not required in the signal system test scenario, and in order to keep the automatic train control technology process general and unified, in the signal system test scenario, the system test is carried out by pre-inputting dispatching instructions, and the triggering condition of the dispatching order is that the train runs to the initial position where the use case starts.

[0110] Taking Train No. 210 running from Section T1001 to Section T1004 in RM mode, then completing the end change at the reverse track T1004, and upgrading to an IATP train and running from Section T1004 to Section T1002 as an example, the signal system test scenario is as Figure 3 shown, and the execution process of the automatic train control method in the urban rail transit manual driving mode is specifically as follows:

[0111] When the train runs to Section T1001, a dispatching order is triggered. The dispatching order is: Train No. 210 runs from the current position to the reverse track T1004 section in RM mode to complete the manual reverse end change, and then runs from the current position to Section T1002 in IATP mode.

[0112] The automatic train control subsystem performs the conversion of train control steps according to the dispatching order. The specific train control steps obtained by conversion are:

[0113] Step 1: Train No. 210 moves from Section T1001 to Section T1004 in RM mode;

[0114] Step 2: Train No. 210 performs manual end change;

[0115] Step 3: Train No. 210 enters the point release state;

[0116] Step 4: Train 210 enters the IATP mode;

[0117] Step 5: Train 210 runs in the IATP mode to section T1002.

[0118] After determining the train control steps, determine the train movement path according to the train control steps, and then retrieve the corresponding trackside equipment status stored in the redis data server. Since this operation is a reverse route, when setting the virtual stop point, the calculation process is divided into two steps:

[0119] The first step is to analyze the equipment status of the S01-S05 route. The equipment status diagram of the S01-S05 route under the signal system test scenario is as Figure 4 shown. The S01 signal is green, the W0101 switch is in the reverse position, the W0103 and W0105 switches are in the reverse position, and the S05 signal is red. It can be seen that there is 1 virtual stop point on the train movement path, that is, virtual stop point 1 set in front of the S05 red signal.

[0120] The second step is to analyze the equipment status of the X06-X02 route. Before handling the route, the equipment status diagram of the X06-X02 route under the signal system test scenario is as Figure 5 shown. The X06 signal is red, the W0103 / W0105 switches are in the reverse position, the W0104 and W0106 switches are in the normal position, the W0102 switch is in the reverse position, and the X02 signal is red. It is calculated that a total of 5 virtual stop points are set on this route. Since virtual stop point 2 set in front of the X06 red signal does not meet the conditions for moving the train in the IATP mode, and virtual stop point 3 corresponds to a switch that is not on the train movement path, but since the automatic train control subsystem needs to send requests for inability to move the train and limiting factors to the dispatching system in the reverse direction under the signal system test scenario, the automatic train control subsystem will automatically send a request to the ATS system to handle the X06-X02 route. After the ATS system handles the X06-X02 route, the X06 signal is green, so no virtual stop points are set for the switches in the route. Finally, in this section, the train only retains virtual stop point 6. After handling the route, the equipment status diagram of the X06-X02 route under the signal system test scenario is as Figure 6 shown.

[0121] Combined with the above analysis process of the virtual stop points, the final steps that the automatic train control subsystem needs to execute are:

[0122] Step 1: Train 210 runs to virtual stop point 1 in front of the S01 signal and stops;

[0123] Step 2: Train 210 stops activating the left front of the train and activates the right front at the same time in section T1004, and the running direction changes from up to down;

[0124] Step 3: Train No. 210 enters the point release state after changing ends.

[0125] Step 4: Train No. 210 runs to the virtual stop point 2 in front of signal X06 and stops.

[0126] Step 5: The ATS system receives a request from the automatic train control subsystem and handles the route from X06 to X02.

[0127] Step 6: Train No. 210 runs to the virtual stop point 6 and stops.

[0128] Based on the above determined final steps, the automatic train control subsystem and the on-board subsystem conduct information interaction to control the automatic operation of Train No. 210. The specific control process is as follows:

[0129] The automatic train control subsystem sends the destination of T1004 to the on-board subsystem and also sends the next virtual stop point to the on-board subsystem.

[0130] The on-board subsystem activates the left front of the train and outputs a forward traction command. At the same time, it calculates the train movement curve that can stop at the first virtual stop point and sends the corresponding level to the automatic train control subsystem.

[0131] The automatic train control system places the controller in the traction position and controls the acceleration of the train according to the traction level sent by the on-board subsystem.

[0132] The on-board subsystem sends a braking command and a braking level to the automatic train control subsystem to ensure that the train stops before the next virtual stop point.

[0133] The automatic train control subsystem applies the corresponding braking force according to the braking level sent by the on-board subsystem to control the train to stop before virtual stop point 1.

[0134] When the train arrives at the T1004 section and stops accurately and stably, the on-board subsystem disconnects the activation of the left cab and activates the right cab at the same time.

[0135] The automatic train control subsystem sets the "confirmation" IO code position to high level and outputs a traction force and a traction level not exceeding 5 km / h at the same time. The train then enters the point release state and moves forward at an opening speed of 5 km / h.

[0136] When the train runs to the virtual stop point 2 and stops, the automatic train control subsystem applies to the ATS system to handle the route from X06 to X02.

[0137] The ATS system handles the route from X06 to X02. Signal X06 turns green and the switch rotates to the specified path position.

[0138] After the automatic control vehicle subsystem obtains the X06 signal as green light from the redis data server, it forwards the signal to the on-vehicle subsystem. The train exits the point release state and enters the point mode. At the same time, the opening speed limit of 5 km / h is cancelled.

[0139] The train runs to the virtual stop point 6 and stops in the IATP mode.

[0140] The above-described embodiments are only a preferred solution of the present invention, and do not impose any form of limitation on the present invention. There are other variations and modifications without exceeding the technical solutions described in the claims.

Claims

1. An automatic train control method under the manual driving mode of urban rail transit, characterized in that It includes that the on-vehicle subsystem determines the current train running mode. When it is determined to be the manual driving mode, the automatic train control subsystem obtains the dispatching order issued by the train operation dispatching; Convert the dispatching order into the train control steps, and obtain the train movement path according to the converted train control steps; Retrieve the equipment status on the train movement path, and set virtual stopping points according to the retrieved equipment status; The automatic train control subsystem conducts information interaction with the on-vehicle subsystem based on the current position of the train, the running direction, the train movement path and the calculated virtual stopping points, and automatically controls the train operation.

2. The automatic train control method in the manual driving mode of urban rail transit according to claim 1, wherein, The virtual stopping points include moving virtual stopping points and variable virtual stopping points.

3. The automatic train operation method in the manual driving mode of urban rail transit according to claim 2, characterized in that The setting of virtual stopping points according to the retrieved equipment status includes: Obtain the signal status, turnout status and platform requirements; Judge whether the signal is a running signal according to the signal status. If the signal is an allowed signal, no virtual stopping point is set. If the signal is a prohibited signal, a variable virtual stopping point is set at the signal; Judge whether the train route is open according to the turnout status. If the route is not open, a variable virtual stopping point is set at each turnout inside the route. If the route is open, no virtual stopping point is set for the turnouts inside the route; Judge whether the platform requirements include parking requirements. If the platform requirements include parking requirements, a variable virtual stopping point is set at the corresponding platform. If the platform requirements do not include parking requirements, no virtual stopping point is set for the corresponding platform; Set a moving virtual stopping point at a preset distance behind the train, and the position of the set moving virtual stopping point moves following the movement of the train.

4. The automatic train operation method in the manual driving mode of urban rail transit according to claim 3, wherein, The automatic train control subsystem conducts information interaction with the on-vehicle subsystem based on the current position of the train, the running direction and the calculated virtual stopping points, and automatically controls the train running, including: The automatic train control subsystem determines each block section on the train movement path according to the current position and running direction of the train; The automatic train control subsystem sends the positions of all virtual stopping points in the nearest block section to the train to the on-vehicle subsystem; The on-vehicle subsystem determines the position of the nearest virtual stopping point in the running direction of the train. When the virtual train stops steadily at this virtual stopping point position, the on-vehicle subsystem skips this virtual stopping point position and calculates the position of the next virtual stopping point until the parking task for all virtual stopping point positions in the current block section is completed; The automatic train control system then sends the positions of all virtual stopping points in the next block section to the on-vehicle subsystem.

5. The automatic train operation method in the manual driving mode of urban rail transit according to claim 4, wherein The automatic train control subsystem conducts information interaction with the on-vehicle subsystem based on the current position of the train, the running direction and the calculated virtual stopping points, and automatically controls the train running, further including: When the virtual train stops steadily at one of the virtual stopping point positions, the on-vehicle subsystem skips this virtual stopping point and calculates the position of the next virtual stopping point; Calculate the distance between the position of the virtual stopping point where the virtual train stops and the position of the next virtual stopping point, and compare the calculated distance with the preset visual distance; If the calculated distance is less than the preset visual distance, skip the next virtual stop position, and recalculate the next virtual stop position of the skipped virtual stop position until the distance between the calculated virtual stop position and the virtual stop where the virtual train stops exceeds the preset visual distance; Take the virtual stop position whose distance from the virtual stop where the virtual train stops exceeds the preset visual distance as the next virtual stop position where the virtual train stops.

6. The automatic train control method in the manual driving mode of urban rail transit according to claim 5, wherein When the distance between the calculated virtual stop position and the virtual stop where the virtual train stops is less than the preset visual distance, also judge the type of the virtual stop corresponding to the calculated virtual stop position. If the virtual stop corresponding to the calculated virtual stop position is a variable virtual stop, skip this virtual stop; If the virtual stop corresponding to the calculated virtual stop position is a moving virtual stop, do not skip this virtual stop, and take this virtual stop as the next virtual stop position where the virtual train stops.

7. The automatic train control method in the manual driving mode of urban rail transit according to claim 5, characterized in that, The automatic train control subsystem interacts with the on-vehicle subsystem based on the current position of the train, the running direction, the train movement path, and the calculated virtual stop, and automatically controls the train operation, including, The automatic train control subsystem sends the current position of the train, the running direction, and the train movement path to the on-vehicle subsystem, and the on-vehicle subsystem determines the moving target position according to the train movement path; Activate the corresponding direction of the train head according to the current position of the train, the running direction, and the moving target position, and output the traction command and traction level to the automatic train control subsystem; The automatic train control subsystem places the controller in the traction position and controls the acceleration of the train to accelerate according to the traction level; The on-vehicle subsystem generates a train movement curve according to the running condition of the train, and sends a braking command and a braking level to the automatic train control subsystem according to the train movement curve and the calculated virtual stop; The automatic train control subsystem places the controller in the braking position according to the braking command sent by the on-vehicle subsystem, and applies the corresponding braking force according to the braking level to control the train to stop at the virtual stop position.

8. The automatic train control method in the manual driving mode of urban rail transit according to claim 7, wherein The dispatching order includes the virtual train number, the destination, and the operation task.

9. The automatic train operation control method in the manual driving mode of urban rail transit according to claim 8, wherein, The automatic train control subsystem interacts with the on-vehicle subsystem based on the current position of the train, the running direction, the train movement path, and the calculated virtual stop, and automatically controls the train operation. It also includes that after the automatic train control subsystem automatically controls the train operation and completes the operation task of the dispatching order, it also feeds back the completion situation of the operation task to the train dispatcher according to the voice communication subsystem of the radio train dispatching.

10. The automatic train control method under the manual driving mode of urban rail transit according to claim 8, wherein, The application scenarios of the automatic train control method in the urban rail transit manual driving mode include the scenarios of main line operation train failure, signal system test, and signal single system training.

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