Method for calculating automatic trigger access threshold value of railway CTC system

Abstract

The invention discloses a method for calculating an automatic trigger route threshold value of a railway CTC system. The method comprises the steps that train route handling time T route, train receiving / passing route approaching locking time T locking r and train departure route approaching locking time T locking d are calculated respectively; cTC automatic trigger route threshold values are calculated by combining train route handling time T route, train receiving / passing route approaching locking time T locking r and train departure route approaching locking time T locking d, and the CTC automatic trigger route threshold values comprise a high-speed train receiving CTC automatic trigger route threshold value, a common train receiving CTC automatic trigger route threshold value and a train departure route CTC automatic trigger route threshold value. According to the method provided by the invention, the calculation formula of the threshold value can be obtained by combining a plurality of influence factors about the automatic trigger access threshold value of the CTC system, and the railway transportation efficiency can be maximized through the threshold value obtained through the calculation formula.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of railway signal technology, in particular to a railway CTC system automatic triggering route threshold calculation method. BACKGROUND

[0002] Among them, the railway dispatching centralized (Centralized Traffic Control, CTC) system is to command and manage the train and shunting operation in the jurisdiction section, through interlocking, train control, section block and other signal equipment, to realize the centralized control of railway signal technology equipment. Among them, the main functions of the CTC system include train operation monitoring, train number automatic tracking, actual train diagram automatic generation and maintenance management, train route control, shunting operation management, and comprehensive maintenance management.

[0003] The CTC automatic triggering route timing is directly related to the transportation efficiency. If the CTC triggers the route too early, the relevant route in the station will be locked, which will prevent the handling of other routes related to the route. When more than one train is in the range of the location triggered route, the train cannot be handled for the later train because the previous train has not entered the station, which will cause the CTC system to always alarm. If the CTC triggers the route too late, the train will slow down when approaching the station, which will affect the transportation capacity and the punctuality of the train. In terms of train route control, the enterprise standard of China Railway Group Limited "Technical Conditions for Centralized Traffic Control System" Q / CR 518-2016 stipulates the triggering timing of automatic route arrangement, but the relevant provisions of the triggering timing are all empirical values. There is no calculation method for the CTC system automatic triggering route threshold. SUMMARY

[0004] Therefore, the purpose of the present application is to provide a railway CTC system automatic triggering route threshold calculation method. The method considers multiple factors that affect the CTC system automatic triggering route threshold, and obtains a calculation formula of the threshold by combining the influencing factors. The threshold obtained by the calculation formula can maximize the railway transportation efficiency.

[0005] In the first aspect, the embodiments of the present application provide a railway CTC system automatic triggering route threshold calculation method, which comprises:

[0006] The railway CTC system automatic triggering route threshold calculation method comprises:

[0007] S1: respectively calculate the train route handling time T 进路 , the approach locking time T 锁闭 r of the receiving / through route, and the approach locking time T 锁闭d of the departure route.

[0008] T 锁闭r includes the approach locking time T锁闭rh , the approach locking time T of the through route of the high-speed railway 锁闭rc ; T 锁闭d including the approach locking time T of the departure route of the main line 锁闭md , the approach locking time T of the departure route of the side line 锁闭sd ;

[0009] S2: the train route handling time T 进路 , the approach locking time T of the through route 锁闭r , the approach locking time T of the departure route 锁闭d , calculate the CTC automatic triggering route threshold;

[0010] The CTC automatic triggering route threshold includes the CTC automatic triggering route threshold of the through route of the high-speed railway, the CTC automatic triggering route threshold of the through route of the general railway, and the CTC automatic triggering route threshold of the departure route.

[0011] The expression of the CTC automatic triggering route threshold of the through route of the high-speed railway is as follows:

[0012] T 触1 =T 锁闭rh +T 进路 +T 余

[0013] The expression of the CTC automatic triggering route threshold of the through route of the general railway is as follows:

[0014] T 触2 =T 锁闭rc +T 进路 +T 余

[0015] In the above expression, T 余 is the train running margin time, including the train running time of 1-2 reserved block sections;

[0016] The expression of the CTC automatic triggering route threshold of the departure route is as follows:

[0017] T 触3 =T 锁闭d +T 进路 +T 其他

[0018] In the formula, T 其他 is the train stopping margin time, including the train has stopped and meets the conditions of the departure route of the train to be cleared.

[0019] Further, the expression of the train route handling time T 进路 is:

[0020] T进路 = T 处理 + T 转动 + T 挤岔

[0021] wherein T 处理 is the interlocking transmission and processing time, including the command transmission time from the CTC master to the CTC branch and from the CTC branch to the interlocking; T 转动 is the switch rotation time; and T 挤岔 is the time for issuing the switch jamming alarm when the switch rotation is not in place.

[0022] Further, the expression of the approach locking time T 锁闭rh of the high-speed train receiving route / through route is as follows:

[0023] T 锁闭rh = T 中断 + T 常制

[0024] wherein T 中断 is the maximum allowable communication interruption time between the train control on-board equipment and the RBC, and T 常制 is the running time of the train according to the design speed within the maximum service braking distance.

[0025] Further, the expression of the approach locking time T 锁闭rc of the general-speed train receiving route / through route is as follows:

[0026] T 锁闭rc = T 紧制

[0027] wherein T 紧制 is the running time of the train according to the design speed within the emergency braking distance.

[0028] Further, the expression of the approach locking time T 锁闭md of the main line departure route is as follows:

[0029] T 锁闭md = T 中断 + T 常制

[0030] wherein T 中断 is the maximum allowable communication interruption time between the train control on-board equipment and the RBC, and T 常制 is the running time of the train according to the design running speed within the maximum service braking distance.

[0031] Further, the expression of the approach locking time T 锁闭sd of the side line departure route is as follows:

[0032] T 锁闭sd = T 常

[0033] In the formula, T 常 This is a set constant.

[0034] The embodiments of the present invention bring the following beneficial effects:

[0035] This application proposes for the first time a CTC automatic triggering route threshold calculation formula based on the approach locking time for receiving, departing, and passing routes of high-speed and conventional railways. It takes into account various influencing factors and leaves a margin, which is of great significance for scientifically and rationally determining the automatic triggering time of the CTC system. The optimized triggering route threshold does not affect train operation. When the tracking interval between trains is small, it can reduce the frequency of CTC system alarms and reduce its interference to dispatchers. At the same time, the calculation principle complies with the requirements of current standards and specifications, which is convenient for promotion and application.

[0036] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention are realized and obtained in accordance with the structures particularly pointed out in the description, claims and drawings.

[0037] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0038] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0039] Figure 1 A flowchart illustrating the automatic route triggering threshold calculation method for a railway CTC system provided in this embodiment of the invention;

[0040] Figure 2 A schematic diagram of the automatic triggering route of the CTC system for railways provided in this embodiment of the invention, showing the automatic triggering route calculation method for the CTC system of railways.

[0041] Figure 3 A schematic diagram of the automatic route triggering process of the railway CTC system automatic route triggering threshold calculation method provided in this embodiment of the invention;

[0042] Figure 4 A schematic diagram of a high-speed railway station siding for train reception, illustrating the automatic triggering route threshold calculation method of the railway CTC system provided in this embodiment of the invention.

[0043] Figure 5 A schematic diagram of a high-speed railway station mainline passing through the railway CTC system's automatic triggering route threshold calculation method provided in this embodiment of the invention;

[0044] Figure 6 A schematic diagram of a conventional railway station siding for train reception, illustrating the automatic triggering route threshold calculation method for the railway CTC system provided in this embodiment of the invention.

[0045] Figure 7 A schematic diagram of a conventional railway station mainline passing through, illustrating the automatic triggering route threshold calculation method for the railway CTC system provided in this embodiment of the invention;

[0046] Figure 8 This is a schematic diagram of a high-speed railway station siding departure, illustrating the automatic triggering route threshold calculation method of the railway CTC system provided in this embodiment of the invention. Detailed Implementation

[0047] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0048] To facilitate understanding of this embodiment, in conjunction with Figure 1 The method for calculating the automatic triggering route threshold of the railway CTC system disclosed in the embodiments of the present invention will be described in detail.

[0049] Example 1

[0050] This embodiment provides a method for calculating the automatic route triggering threshold of a railway CTC system, which is used to complete the automatic route triggering function of CTC at the appropriate time to maximize railway transportation efficiency.

[0051] like Figure 2 As shown, the G01 EMU train is approaching station A. At this time, the Centralized Traffic Control (CTC) system needs to automatically trigger the route for it. The CTC system sends the route trigger command to the computer interlocking at station A. The interlocking controls the operation of the relevant switch machines. After all the switches on the route are turned into position and the relevant locking conditions are met, the interlocking locks the route and the X-entry signal is opened.

[0052] When two trains are running in close proximity and the preceding train has not yet entered the station, affecting the following train's inability to automatically trigger the route, the CTC system will continuously alarm. This will have a certain impact on the dispatcher's use of the CTC system. Therefore, it is necessary to calculate the automatic route triggering threshold of the CTC system so that the distance between train G01 and the X station entry signal is at a suitable position (i.e., the position corresponding to the automatic route triggering threshold), which will neither cause it to slow down nor be too far away, causing the route 1 locking time to be too long.

[0053] Currently, regarding train route control, the China State Railway Group's enterprise standard "Technical Conditions for Centralized Dispatching System" Q / CR518-2016 specifies the triggering timing for automatic route arrangement, as shown below:

[0054] 7.2.1.11 The dispatching and centralized system should automatically arrange the train receiving (passing) routes according to the appropriate timing for different types of trains (EMU trains, express passenger trains, general passenger trains, freight trains, etc.), and should meet the time triggering conditions or location triggering conditions.

[0055] a) Time triggering conditions: refers to the time specified in the train schedule, combined with the train type, to start processing a certain number of minutes in advance. The train's location and the departure routes of adjacent stations should also be considered. For CTCS-3 level EMU trains, processing can start 9 minutes in advance; for other EMU trains, processing can start 8 minutes in advance; for express passenger trains, processing can start 8 minutes in advance; for general passenger trains, processing can start 6 minutes in advance; and for freight trains, processing can start 5 minutes in advance.

[0056] b) Location triggering conditions: This refers to the start of processing in advance based on the train's location and train type. When the number of block sections between adjacent stations is insufficient, the station is treated as a block section, and the departure route processing status of the adjacent station should also be checked. For EMU trains on CTCS-3 sections, processing can be started 15 block sections in advance; for EMU trains on other sections, processing can be started 9 block sections in advance; for express passenger trains, processing can be started 6 block sections in advance; for general passenger trains, processing can be started 5 block sections in advance; for freight trains, processing can be started 4 block sections in advance; for general passenger trains entering and stopping at the station, processing can be started 4 block sections in advance; for freight trains entering and stopping at the station, processing can be started 3 block sections in advance.

[0057] 7.2.1.12 The automatic scheduling of departure routes by the centralized dispatching system should be based on the planned departure times, and should be processed in advance according to different types of trains. For departure routes, processing should begin 3 minutes in advance for passenger trains and 1 minute in advance for freight trains; and should also meet the following conditions:

[0058] a) The interlocking conditions for processing vehicle departure;

[0059] b) For trains arriving and departing, it should be determined that the train has come to a complete stop and that all departure routes for the train have been cleared.

[0060] The aforementioned triggering timing values ​​are all empirical values. Therefore, a calculation method is needed to list the influencing factors that should be considered when calculating the automatic route triggering threshold of the CTC system, so that its value is neither too large nor too small, so that the CTC automatic route triggering function can be completed at the appropriate time, thereby maximizing the efficiency of railway transportation.

[0061] Based on this, the automatic route triggering threshold calculation method for the railway CTC system provided in this embodiment includes:

[0062] S1: Calculate the train route processing time T separately. 进路 , Vehicle reception / approach locking time T 锁闭 r, Departure route approaching closing time T 锁闭d ;

[0063] Among them, T 锁闭r Including the high-speed train reception / approach and locking time T 锁闭rh Ordinary train receiving / passing through the route approach locking time T 锁闭rc ;T 锁闭d Including the mainline departure route approach locking time T 锁闭md 1. The approach time T for the siding vehicle to close. 锁闭sd .

[0064] In this embodiment, the approach locking time T of the vehicle receiving / passing route is... 锁闭r Factors influencing the value of this value include the corresponding approach-locking section length and the train's design operating speed. The approach-locking section includes sections C3, C2, and others. Within section C3, the approach-locking section length is not less than the maximum permissible communication interruption time T between the train control onboard equipment and the RBC. 中断 The sum of the distance the train travels at its designed operating speed and the maximum service braking distance of the train; in section C2, the length of the approach locking section is not less than the maximum service braking distance of the train at its designed operating speed; in other sections, the length of the approach locking section is not less than the emergency braking distance of the train at its designed operating speed.

[0065] Furthermore, it should be noted that, given the large number of train types and onboard train control equipment models, and the fact that the CTC system cannot obtain specific train and onboard train control equipment models, the calculation of T... 锁闭r To avoid analytical errors caused by limitations in the available values, the worst value among the existing train and train control onboard equipment models was selected.

[0066] Figure 3This is a schematic diagram of the CTC automatic route triggering process, combined with Figure 3 It can be seen that the train route processing time T 进路 , Vehicle reception / approach locking time T 锁闭r The time T for the departure route to approach the closing time 锁闭 d are all factors that affect the automatic triggering of the CTC route.

[0067] Train route processing time T 进路 The expression is:

[0068] T 进路 =T 处理 +T 转动 +T 挤岔

[0069] In the formula, T 处理 This refers to the interlocking transmission and processing time, including the command transmission time from the CTC main station to the CTC extension, and then from the CTC extension to the interlocking; T 转动 T is the turnout rotation time; 挤岔 This is the time when a turnout alarm is triggered if the turnout is not rotated to the correct position.

[0070] In this embodiment, T 处理 It mainly consists of data transfer between computer devices and data processing time, T 处理 Factors influencing the value of T include the computer equipment processing cycle and the computer equipment model. Considering the delay in data transmission, T 处理 The value is 2s; T 转动 Factors influencing the value of T include the number of turnouts that need to be switched, the number of switch machines corresponding to each turnout, and the operating time of the switch machines. 转动 The value should be determined based on the actual situation; T 挤岔 Based on experience with relay circuits, T is taken as a value. 挤岔 The value is 13s.

[0071] High-speed train arrival / approaching locking time T via route 锁闭rh The expression is:

[0072] T 锁闭rh =T 中断 +T 常制

[0073] In the formula, T 中断 T is the maximum permissible communication interruption time between the train control onboard equipment and the RBC (Radio Block Center). 常制 This refers to the time it takes for a train to run at its designed operating speed within the maximum commonly used braking distance.

[0074] In this embodiment, T needs to be considered in section C3. 中断That is, the maximum permissible communication interruption time between the train control onboard equipment and the RBC, according to the current specification T 中断 The value is 20s; in section C2, since driving permission does not need to be transmitted wirelessly, T does not need to be considered. 中断 T 中断 The value is 0; T 常制 Factors influencing the value of T include the permissible speed of the line, the line gradient, the train braking performance, and the parameters of the train control onboard equipment. 常制 The values ​​are determined by using common braking methods and then calculated based on actual conditions.

[0075] Ordinary train receiving / approaching locking time T via route 锁闭rc The expression is:

[0076] T 锁闭rc =T 紧制

[0077] In the formula, T 紧制 This refers to the time it takes for the train to travel at its designed operating speed within the emergency braking distance.

[0078] In this embodiment, T 紧制 Factors influencing the value of T include the permissible speed of the line, the line gradient, the train braking performance, and the parameters of the LKJ equipment. 紧制 The value was determined by calculating using the emergency braking method and then taking the result based on the actual situation.

[0079] Mainline departure route approaching locking time T 锁闭md The expression is:

[0080] T 锁闭md =T 中断 +T 常制

[0081] In the formula, T 中断 T is the maximum permissible communication interruption time between the train control onboard equipment and the RBC. 常制 This refers to the time it takes for a train to run at its designed operating speed within the maximum commonly used braking distance.

[0082] In this embodiment, the length of the approach locking section of the main line departure route is similar to the length of the approach locking section of the receiving route described above.

[0083] Dual lane departure route approach locking time T 锁闭sd The expression is:

[0084] T 锁闭sd =T 常

[0085] In the formula, T 常 This is a set constant.

[0086] In this embodiment, the section of the siding departure route approaching the locking zone is generally the track outside the departure / departure route signal or a section without a turnout. Therefore, factors such as train braking distance are not considered, and thus T is set. 常 It is a constant; for the siding departure route in section C3, T 常 The value is 60s. For the C2 section and the siding departure route of conventional railways, T 常 The value is 30s.

[0087] S2: Combined with train route processing time T 进路 , Vehicle reception / approach locking time T 锁闭r The time T for the departure route to approach the closing time 锁闭d Calculate the CTC automatic route triggering threshold, which includes the CTC automatic route triggering threshold for high-speed rail receiving / passing routes, the CTC automatic route triggering threshold for conventional rail receiving / passing routes, and the CTC automatic route triggering threshold for departure routes.

[0088] The expression for the automatic route triggering threshold of the high-speed rail CTC is as follows:

[0089] T 触1 =T 锁闭rh +T 进路 +T 余

[0090] The expression for the automatic route triggering threshold of the CTC (Continuous Traffic Control) for conventional railway train reception is as follows:

[0091] T 触2 =T 锁闭rc +T 进路 +T 余

[0092] In the above expression, T 余 This refers to the reserve time for train operation, including the reserved train operation time for 1 to 2 block sections.

[0093] In this embodiment, to improve train punctuality, T is calculated. 余 The reasons are as follows:

[0094] The CTC automatic route triggering threshold should consider: train route processing time T. 进路 , Vehicle reception / approach locking time T 锁闭r In cases where the departure route is not considered as part of a through route, for a standalone departure route, the train typically stops on the track to wait for departure, thus eliminating the need to consider train deceleration and braking distance. However, if the route is triggered after the train has already entered the approach section, it may cause problems such as train deceleration or incorrect braking. Therefore, the CTC automatic route triggering should allow an appropriate margin of time, i.e., T. 余 .

[0095] The expression for the CTC automatic route trigger threshold for departure routes is as follows:

[0096] T 触3 =T 锁闭d +T 进路 +T 其他

[0097] In the formula, T 其他 The allowance for the train to come to a complete stop includes the time allotted after the train has come to a complete stop and all departure routes for passing other trains have been cleared.

[0098] It should be noted that an alarm should be triggered promptly if the CTC automatic route triggering cannot be completed for any reason; however, if the following vehicle cannot complete the CTC automatic route triggering due to factors such as the preceding vehicle not arriving at the station, there is no need to continue triggering an alarm.

[0099] It should also be noted that the parameter values ​​in the various expressions proposed in this application may vary depending on the line, station, equipment configuration, etc., but the calculation principle is the same.

[0100] Example 2

[0101] Based on Example 1, this embodiment further explains the method for calculating the automatic triggering threshold of the railway CTC system, taking the automatic triggering of train reception or passing route by CTC as an example.

[0102] 1.1 In the scenario where a high-speed train stops on a side track, such as Figure 4 As shown, taking a siding train reception at a high-speed railway station as an example, station A needs to arrange a siding train reception route from the X entry signal to 3G. Assume that two sets of No. 18 switches need to be activated, taking approximately 15 seconds, i.e., T... 转动 =15s, train G01 is approaching the high-speed rail station in C3 full monitoring mode. The line's permissible speed is 350km / h. The equivalent gradient of the line within its normal braking distance range is 0‰. The maximum normal braking distance is approximately 12.9km, and the average length of the block section is set to 2km.

[0103] Based on the above parameters, the automatic route triggering threshold for high-speed rail CTC (Continuous Traffic Control) is calculated, and its expression is as follows:

[0104] T 触1 =T 锁闭rh +T 进路 +T 余

[0105] In the formula, since T 锁闭rh =T 中断 +T 常制 According to the current standard T 中断The value is 20s. When the maximum service braking distance is 12.9km, the train's running time T at the design speed is... 常制 The value is 283s, therefore T 锁闭rh =20s + 283s = 303s;

[0106] Because of T 进路 =T 处理 +T 转动 +T 挤岔 T 处理 The value is 2s, T 转动 Given the above conditions, T is set to 15s. 挤岔 The value is 13s, therefore T 进路 =2s + 15s + 13s = 30s;

[0107] T 余 The train travel time within the two block sections is set to 41 seconds.

[0108] Based on the above parameters, T can be calculated. 触1 =303s+30s+41s=374s, where the corresponding train running distance is approximately 21.7km and the number of block sections is approximately 10.9.

[0109] The calculation method of this application is compared with that of the China State Railway Group's enterprise standard "Technical Conditions for Centralized Dispatch System" Q / CR 518-2016 as shown in Table 1:

[0110] Table 1 Comparison of Trigger Thresholds for Two Calculation Methods in High-Speed ​​Railway Side Track Parking Scenarios Table 1 Comparison of Trigger Thresholds for Two Calculation Methods in High-Speed ​​Railway Side Track Parking Scenarios

[0111]

[0112] As can be seen from Table 1, under the condition that the equivalent gradient is 0‰ within the maximum commonly used braking distance range when the high-speed railway stops on the side track, this application can optimize the time triggering by about 30.7% and the location triggering by about 27.7% compared with the value specified in the China State Railway Group's enterprise standard Q / CR 518-2016.

[0113] 1.2 In scenarios where high-speed trains pass through stations along the main line, such as Figure 5 As shown, taking the mainline passage of a high-speed railway station as an example, station A needs to handle the mainline passage route from the X entry signal to the IG section. Assume that two sets of No. 18 turnouts need to be operated, taking about 15 seconds, i.e., T 转动 =15s, train G01 is approaching the station in C3 full monitoring mode. The line's permissible speed is 350km / h. The equivalent gradient of the line within its normal braking distance range is downhill -10‰. The maximum normal braking distance is approximately 17.3km, and the average length of the block section is set to 2km.

[0114] Based on the above parameters, the automatic route triggering threshold for high-speed rail CTC (Continuous Traffic Control) is calculated, and its expression is as follows:

[0115] T 触1 =T 锁闭rh +T 进路 +T 余

[0116] In the formula, since T 锁闭rh =T 中断 +T 常制 According to the current standard T 中断 The value is 20s. When the maximum service braking distance is 17.3km, the train's running time T at the design speed is... 常制 The value is 362s, therefore T 锁闭rh =20s + 362s = 382s;

[0117] In T 进路 =T 处理 +T 转动 +T 挤岔 In the middle, T 处理 The value is 2s, T 转动 Given the above conditions, T is set to 15s. 挤岔 The value is 13s, therefore T 进路 =2s + 15s + 13s = 30s;

[0118] T 余 The train travel time within the two block sections is set to 41 seconds.

[0119] Based on the above parameters, T can be calculated. 触1 =382s+30s+41s=453s, where the corresponding train running distance is approximately 23.2km and the number of block sections is approximately 11.6.

[0120] The calculation method of this application is compared with that of the China State Railway Group's enterprise standard "Technical Conditions for Centralized Dispatch System" Q / CR 518-2016 as shown in Table 2:

[0121] Table 2 Comparison of Trigger Thresholds for Two Calculation Methods in High-Speed ​​Railway Side Track Stopping Scenarios Table 2 Comparison of Trigger Thresholds for Two Calculation Methods in High-Speed ​​Railway Side Track Stopping Scenarios

[0122]

[0123] As can be seen from Table 2, under the condition that the high-speed railway passes through the station on the main line and the equivalent gradient is -10‰ within the maximum commonly used braking distance range, this application can optimize the time triggering by about 16.1% and the location triggering by about 19.3% compared with the value specified in the China State Railway Group's enterprise standard Q / CR 518-2016.

[0124] 2.1 In the scenario where a conventional train stops on a siding, such as... Figure 6 As shown, taking a conventional railway station's siding as an example, station A needs to establish a siding route from the X entry signal to 3G. Assume that two sets of No. 12 switches need to be activated, taking approximately 10 seconds, i.e., T... 转动 =10s, train G01 is approaching the conventional railway station in LKJ monitoring mode. The permitted speed of the line is 160km / h. The equivalent gradient of the line within its emergency braking distance range is 0‰. The emergency braking distance is approximately 1.74km, and the average length of the block section is set to 1.4km.

[0125] Based on the above parameters, the automatic route triggering threshold for conventional railway receiving CTC is calculated, and its expression is as follows:

[0126] T 触2 =T 锁闭rc +T 进路 +T 余

[0127] In the formula, since T 锁闭rc =T 紧制 When the emergency braking distance is 1.74 km, the train's travel time T at its designed operating speed is... 锁闭rc It lasted 30.7 seconds;

[0128] In T 进路 =T 处理 +T 转动 +T 挤岔 In the middle, T 处理 The value is 2s, T 转动 Given the above conditions, T is set to 10s. 挤岔 The value is 13s, therefore T 进路 =2s + 10s + 13s = 25s;

[0129] T 余 The train travel time within the two block sections is set to 64 seconds.

[0130] Based on the above parameters, T can be calculated. 触1 =30.7s + 25s + 64s = 119.7s, of which the corresponding train travel distance is approximately 5.32km and the number of block sections is approximately 3.8.

[0131] The calculation method of this application is compared with that of the China State Railway Group's enterprise standard "Technical Conditions for Centralized Dispatch System" Q / CR 518-2016 as shown in Table 3:

[0132] Table 3 Comparison of Trigger Thresholds for Two Calculation Methods in the Scenario of Stopping on a Conventional Railway Side Track (Table 3)

[0133]

[0134] As can be seen from Table 3, under the condition that the equivalent gradient is 0‰ within the distance range of stopping and emergency braking on the siding of a conventional railway, this application can optimize the time triggering by about 75% and the location triggering by about 36.7% compared with the value specified in the China State Railway Group's enterprise standard Q / CR 518-2016.

[0135] 2.2 In the scenario where a conventional train stops on a siding, such as... Figure 7 As shown, taking a conventional railway station's siding as an example, station A needs to establish a siding route from the X entry signal to the IG line. Assume that two sets of No. 12 switches need to be activated, taking approximately 10 seconds, i.e., T... 转动 =10s, train G01 is approaching the conventional railway station in LKJ monitoring mode. The permitted speed on the line is 160km / h. The equivalent gradient of the line within its emergency braking distance range is flat slope -10‰. The emergency braking distance is approximately 2.05km, and the average length of the block section is set to 1.4km.

[0136] Based on the above parameters, the automatic route triggering threshold for conventional railway receiving CTC is calculated, and its expression is as follows:

[0137] T 触2 =T 锁闭rc +T 进路 +T 余

[0138] In the formula, since T 锁闭rc =T 紧制 When the emergency braking distance is 2.05km, the train's travel time T at its designed operating speed is... 锁闭rc It lasted 35.4 seconds;

[0139] In T 进路 =T 处理 +T 转动 +T 挤岔 In the middle, T 处理 The value is 2s, T 转动 Given the above conditions, T is set to 10s. 挤岔 The value is 13s, therefore T 进路 =2s + 10s + 13s = 25s;

[0140] T 余 The train travel time within the two block sections is set to 64 seconds.

[0141] Based on the above parameters, T can be calculated. 触1 =35.4s + 25s + 64s = 124.4s, where the corresponding train travel distance is approximately 5.5km and the number of block sections is approximately 3.9.

[0142] The calculation method of this application is compared with that of the China State Railway Group's enterprise standard "Technical Conditions for Centralized Dispatch System" Q / CR 518-2016 as shown in Table 4:

[0143] Table 4 Comparison of Trigger Thresholds for Two Calculation Methods in the Scenario of Stopping on a Conventional Railway Side Track (Table 4)

[0144]

[0145] As can be seen from Table 4, under the condition that the equivalent gradient is -10‰ within the range of emergency braking distance when the conventional railway passes through the station on the main line, this application can optimize the time triggering by about 74% and the location triggering by about 34.5% compared with the value specified in the China State Railway Group's enterprise standard Q / CR 518-2016.

[0146] Example 3

[0147] This embodiment, based on Embodiment 1, takes the CTC (Continuous Train Control) automatic departure route triggering as an example to further explain the calculation method for the automatic route triggering threshold of the railway CTC system. The departure scenario for high-speed trains is similar to that for conventional trains; therefore, only the high-speed train departure scenario will be specifically described.

[0148] like Figure 8 As shown, taking the siding departure of a high-speed railway station as an example, station A needs to handle the siding departure route from the X3 exit signal to the SN exit. Assume that two sets of No. 18 switches need to be activated, taking approximately 15 seconds, i.e., T... 转动 =15s, train G01 is stationary (i.e., train G01 has come to a complete stop), all departure routes to avoid train G01 are cleared, and the track gradient within the station is flat with a gradient of 0‰.

[0149] Based on the above parameters, the CTC automatic route triggering threshold for departure routes is calculated, and its expression is as follows:

[0150] T 触3 =T 锁闭sd +T 进路 +T 其他

[0151] In section C3, T 锁闭sd =T 常 The value is 60s;

[0152] Because of T 进路 =T 处理 +T 转动 +T 挤岔 T 处理 The value is 2s, T 转动 Given the above conditions, T is set to 15s. 挤岔 The value is 13s, therefore T 进路 =2s + 15s + 13s = 30s;

[0153] Since train G01 is stationary, all departure routes to avoid train G01 have been cleared, therefore T 其他 The value is taken with a margin of 30s.

[0154] Based on the above parameters, T can be calculated. 触3 =T 锁闭d +T 进路 +T 其他 =60s + 30s + 30s = 120s.

[0155] The calculation method of this application is compared with that of the China State Railway Group's enterprise standard "Technical Conditions for Centralized Dispatch System" Q / CR 518-2016 as shown in Table 5:

[0156] Table 5 Comparison of Trigger Thresholds for Two Calculation Methods in the Scenario of Stopping on a Conventional Railway Side Track (Table 5)

[0157]

[0158] As can be seen from Table 4, in the scenario of high-speed trains departing via the siding, this application can optimize the time triggering by about 33% compared with the value specified in the China State Railway Group's enterprise standard Q / CR 518-2016.

[0159] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0160] Finally, it should be noted that the above-described embodiments are merely specific implementations of the present invention, used to illustrate the technical solutions of the present invention, and not to limit it. The scope of protection of the present invention is not limited thereto. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments within the technical scope disclosed in the present invention, or make equivalent substitutions for some of the technical features; and these modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for calculating the automatic triggering route threshold in a railway CTC system, characterized in that, include: S1: Calculate the train route processing time T separately. 进路 , Vehicle reception / approach locking time T 锁闭 r, Departure route approaching closing time T 锁闭d ; T 锁闭r Including the high-speed train reception / approach and locking time T 锁闭rh Ordinary train receiving / passing through the route approach locking time T 锁闭rc ;T 锁闭d Including the mainline departure route approach locking time T 锁闭md 1. Ladder lane departure route approach locking time T 锁闭sd ; S2: Combined with train route processing time T 进路 , Vehicle reception / approach locking time T 锁闭r The time T for the departure route to approach the closing time 锁闭d Calculate the CTC automatic triggering route threshold; CTC automatic route triggering thresholds include CTC automatic route triggering thresholds for high-speed rail receiving / passing routes, CTC automatic route triggering thresholds for conventional rail receiving / passing routes, and CTC automatic route triggering thresholds for departure routes. The expression for the automatic triggering of the route threshold by CTC for high-speed train reception / passage is as follows: T 触1 =T 锁闭rh +T 进路 +T 余 The expression for the automatic triggering of the route threshold by the CTC (China Central Traffic Control) for conventional train reception / passage is as follows: T 触2 =T 锁闭rc +T 进路 +T 余 In the above expression, T 余 This refers to the reserve time for train operation, including the reserved train operation time for 1 to 2 block sections; The expression for the CTC automatic route trigger threshold for departure routes is as follows: T 触3 =T 锁闭d +T 进路 +T 其他 In the formula, T 其他 The allowance for the train to come to a complete stop includes the time allotted after the train has come to a complete stop and all departure routes for passing other trains have been cleared.

2. The method for calculating the automatic triggering route threshold of the railway CTC system according to claim 1, characterized in that, Train route processing time T 进路 The expression is: T 进路 =T 处理 +T 转动 +T 挤岔 In the formula, T 处理 Interlocking transmission and processing time, including the command transmission time from the CTC main station to the CTC extension, and then from the CTC extension to the interlocking; T 转动 T is the turnout rotation time; 挤岔 This is the time when a turnout alarm is triggered if the turnout is not rotated to the correct position.

3. The method for calculating the automatic triggering route threshold of the railway CTC system according to claim 1, characterized in that, High-speed train arrival / approaching locking time T via route 锁闭rh The expression is: T 锁闭rh =T 中断 +T 常制 In the formula, T 中断 T is the maximum permissible communication interruption time between the train control onboard equipment and the RBC. 常制 This refers to the time it takes for the train to run at its design speed within the maximum operating braking distance.

4. The method for calculating the automatic triggering route threshold of the railway CTC system according to claim 1, characterized in that, Ordinary train receiving / approaching locking time T via route 锁闭rc The expression is: T 锁闭rc =T 紧制 In the formula, T 紧制 This refers to the time the train travels at its designed speed within the emergency braking distance.

5. The method for calculating the automatic triggering route threshold of the railway CTC system according to claim 1, characterized in that, Mainline departure route approaching locking time T 锁闭md The expression is: T 锁闭md =T 中断 +T 常制 In the formula, T 中断 T is the maximum permissible communication interruption time between the train control onboard equipment and the RBC. 常制 This refers to the time it takes for a train to run at its designed operating speed within the maximum commonly used braking distance.

6. The method for calculating the automatic triggering route threshold of the railway CTC system according to claim 1, characterized in that, Dual lane departure route approach locking time T 锁闭sd The expression is: T 锁闭sd =T 常 In the formula, T 常 This is a set constant.

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