CN115027532A - A train control method and control system for intercity and urban rail interconnection - Google Patents

Abstract

The invention discloses a control method and a control system for an intercity and urban rail interconnection and intercommunication train, wherein the method comprises a basic train control logic and a control right handover method, and the control right handover method comprises the following steps: the train is simultaneously provided with an inter-city train control vehicle-mounted system and an urban rail train control vehicle-mounted system; when the train enters the urban rail line from the inter-city line, the control right is switched from the inter-city train control vehicle-mounted system to the urban rail train control vehicle-mounted system; the train enters an intercity line from an urban rail line, and the control right is switched from an urban rail train control vehicle-mounted system to an intercity train control vehicle-mounted system; in the switching process, one of the inter-city train control vehicle-mounted system and the urban rail train control vehicle-mounted system sends handover request information to the other, and after confirmation, switching is completed. The system is used for implementing the method. The invention has the advantages of simple principle, easy realization, good reliability and safety, and the like.

Description

A train control method and control system for intercity and urban rail interconnection

technical field

The invention mainly relates to the technical field of rail traffic control, in particular to a train control method and a control system for interconnecting intercity and urban rail.

Background technique

Urban rail transit and intercity railway are two different operation management systems, and their signaling systems are also different. In urban rail transit, the CBTC system is the mainstream signal system, which provides a guarantee for the operation management and driving safety of urban rail transit; while the CTCS system is the intercity and trunk railway signal system, and the mainstream system is CTCS-2/CTCS-3. At present, both the CBTC system and the CTCS system operate independently in their respective systems. However, with the development of urban agglomerations and metropolitan circles, the need for interconnection between urban rail transit and intercity railways has become increasingly urgent. Among them, CBTC (Communication Based Train Control) is a communication-based train control, which realizes the speed control of trains based on large-capacity, continuous two-way communication of train-ground information and train positioning and control technology. CTCS (Chinese Train Control System) is a Chinese train operation control system.

The intercity signal system and the urban rail signal system are two different types of train control systems, and their system functions, equipment configurations, and operating areas of the equipped trains are different. The inter-city rail line and the urban rail line are connected and run on the same line. Therefore, it is necessary to solve the problem of seamless connection between the intercity signal system and the urban rail signal system when the trains are interconnected and operated on the intercity and urban rail lines.

SUMMARY OF THE INVENTION

The technical problem to be solved by the present invention is: aiming at the technical problems existing in the prior art, the present invention provides a train control method and control method with simple principle, easy implementation, good reliability and safety for intercity and urban rail interconnection system.

In order to solve the above-mentioned technical problems, the present invention adopts the following technical solutions:

A train control method for inter-city and urban rail interconnection, comprising basic train control logic, and a control right handover method, the control right handover method comprising:

The train has both the intercity train control on-board system and the urban rail train control on-board system;

When the train enters the urban rail line from the intercity line, the control right is switched from the intercity train control on-board system to the urban rail train control on-board system;

The train enters the intercity line from the urban rail line, and the control right is switched from the urban rail train control on-board system to the inter-city train control on-board system;

During the switching process, one of the on-board intercity train control system and the on-board urban rail train control system sends a handover request message to the other, and after being confirmed, the switching is completed.

As a further improvement of the method of the present invention: when the train switches from one of the intercity line and the urban rail line to the other, the flow includes:

Step S101: when the train receives the transponder that has been switched, the first handover is started, and the current line sends a request for the first handover of control to the line to be switched;

Step S102: The on-board system of the line to be switched receives the first handover request information of the on-board system of the current line, and starts the self-check of the on-board system of the line to be converted; after the self-check is successful, it will reply to the on-board system of the current line for the first time receive confirmation;

Step S103: The on-board system of the current line receives the first reception confirmation message, and the train speed is lower than the switching speed, it exits the car control, enters the hot standby mode from the car control mode, and sends a second message to the on-board system of the line to be switched. handover request information;

Step S104: the on-board system of the line to be switched receives the second handover request information of the on-board system of the current line, enters the vehicle control mode, and replies the second reception confirmation message to the on-board system of the current line;

Step S105: The on-board system of the current line receives the second reception confirmation message, terminates sending the handover request, releases the handover relay signal, and enters the standby mode to complete the control right handover.

As a further improvement of the method of the present invention: in the step S102, after the self-check is successful, the on-board system of the line to be converted enters the hot standby mode from the standby mode, and performs the normal vehicle control logic operation, but does not perform the vehicle control output; When the self-inspection of its own system is normal, it has the ability to control the vehicle, and can enter the vehicle control mode, it will reply to the vehicle system of the current line with the first receiving confirmation message, and drive the receiving relay to output the receiving relay signal.

As a further improvement of the method of the present invention: in the step S103, the on-board system of the current line receives the first reception confirmation information, and collects the reception relay signal, and the train speed is lower than the switching speed, then it exits the car control, and the The car control mode enters the hot standby mode, and drives the handover relay at the same time, outputs the handover relay signal, and sends the second handover request message to the on-board system of the line to be converted.

As a further improvement of the method of the present invention: in the step S104, the on-board system of the line to be switched receives the second handover request information of the on-board system of the current line, and collects the handover relay signal, and immediately enters from the hot standby mode. In the vehicle control mode, the receiving relay signal is released at the same time, and the second receiving confirmation message is returned to the vehicle system of the current line.

As a further improvement of the method of the present invention, the train can only be controlled by one set of the intercity train control system or the urban rail train control system at the same time.

As a further improvement of the method of the present invention: a dual mechanism of secondary confirmation through software control and mutual acquisition of relay hard-wired signals.

As a further improvement of the method of the present invention: the urban rail train control on-board system and the intercity train control on-board system interlock the drive circuits of the handover relay and the receiving relay, so that at the same time, the same relay can only be controlled by the urban rail train control on-board system. Or a system driver in the intercity train control vehicle system.

As a further improvement of the method of the present invention: when one of the intercity train control vehicle system and the urban rail train control vehicle system meets the conditions for sending the handover request information, it periodically sends the corresponding handover request information to the other according to a set time period, Stop sending when the handover process is complete.

As a further improvement of the method of the present invention: when one of the intercity train control on-board system and the urban rail train control on-board system satisfies the sending condition of receiving confirmation information, it periodically sends corresponding receiving confirmation information to the other according to a set time period, Among them, the sending times of the second receiving confirmation information reach the set value and stop sending.

As a further improvement of the method of the present invention: in the switching process, after the safety confirmation process of the first handover, the first reception confirmation, the second handover, and the second reception confirmation are completed in sequence, it is a complete train control. The right handover cycle; after the handover fails, the next round of handover process is started.

As a further improvement of the method of the present invention: one of the intercity train control on-board system and the urban rail train control on-board system does not receive the second reception confirmation information of the other within the set tolerance time, and the control right is immediately withdrawn , enter the vehicle control mode from the hot standby mode, and restart a new round of handover process.

As a further improvement of the method of the present invention: the movement authorization of the train controlled by the intercity train control system is exhausted, and the handover of control rights between the intercity train control system and the urban rail train control system is still not completed, then the intercity train control system controls the train. You cannot enter the urban rail line if you park in front of the signal at the entrance of the urban rail line.

As a further improvement of the method of the present invention: the urban rail train control system has exhausted the movement authorization of the trains controlled by the urban rail train control system, and the handover of the control rights between the urban rail train control system and the intercity train control system has not been completed, then the urban rail train control system controls the trains. You cannot enter the Intercity Line if you park in front of the signal at the entrance of the Intercity Line.

As a further improvement of the method of the present invention: the intercity train control on-board system and the urban rail train control on-board system are both provided with bypass switches, and any train-control on-board system or all train-control on-board systems are manually selected to bypass.

The present invention further provides an intercity and urban rail interconnection train control system, which includes:

Ground signal equipment components, including signal machines CGR and CJR at both ends of the conversion rail, active transponders VB-CGR and VB-CJR, axle counting equipment JZ1, track circuits, and school wheel transponders WB1 and WB2; among them, the signal machine CGR is used for To prevent the train from entering the urban rail line area from the transition rail, the signal CJR is used to protect the train from the transition rail into the intercity line area; the active transponder VB-CGR is used to provide point movement for the train to enter the urban rail area from the transition rail Authorization and position information, and serve as the starting point of handover; the active transponder VB-CJR is used to provide point-type movement authorization and position information for the train to enter the intercity area from the transition rail, and serve as the starting point of handover; the axle counting device JZ1 A screening area is formed, which is used for the front screening when the train enters the urban rail area to upgrade the CBTC control level; the track circuit is used for the train to obtain the relevant code position information before the train enters the intercity line from the transition rail; the school wheel transponder is used for the train from Correct the wheel diameter before the transfer rail enters the urban rail area, and assist the train to complete the initial positioning before entering the urban rail or the intercity main line;

On-board signal equipment components, trains that are interconnected on intercity and urban rail lines are equipped with on-board host equipment for the intercity signal system and on-board host equipment for the urban rail signal system, and the two sets of host equipment communicate with each other.

As a further improvement of the system of the present invention, the axle counting device JZ1 is set at a position where the signal CGR corresponds to the axle counting retraction by a minimum vehicle length.

As a further improvement of the system of the present invention, the track circuit is laid in the transition track area and controlled by the ground train control center of the intercity line.

As a further improvement of the system of the present invention: the school wheel transponder is arranged at the transition rail.

As a further improvement of the system of the present invention, the auxiliary equipment for vehicle control on the train is shared and multiplexed, and the auxiliary equipment for vehicle control includes one or more of DMI, BTM and its antenna, speed measurement unit, and vehicle interface.

As a further improvement of the system of the present invention, the vehicle-mounted signal equipment assembly also includes a track circuit receiving antenna required for vehicle control by the intercity signal system, and a vehicle-ground wireless communication system required for vehicle control by the urban rail signal system.

As a further improvement of the system of the present invention, in the vehicle-mounted signal equipment component, the vehicle-ground wireless communication of the intercity and urban rail train control systems is integrated according to the vehicle-ground wireless communication standard, and a set of vehicle-ground wireless communication equipment is reused.

Compared with the prior art, the advantages of the present invention are:

1. The train control method and control system for interconnecting intercity and urban rail lines of the present invention are simple in principle, easy to implement, and have good reliability, and can effectively solve the problem of the same train running through intercity lines and urban rail lines and operating on the same line , to meet the application needs of the increasingly interconnected operation of intercity lines and urban rail lines.

2. The intercity and urban rail interconnection train control method and control system of the present invention minimizes the complexity of the system, simplifies the difficulty of development and engineering implementation, shortens the development and engineering implementation period, and reduces system coupling Risks, especially convenient for the rapid implementation of the existing intercity trains to run through and collocate.

3. The train control method and control system for inter-city and urban rail interconnection of the present invention realizes that the train does not stop between the inter-city line and the urban rail line to switch between the inter-city and urban rail train control systems, and improves the speed of the train on the inter-city line. The efficiency of collinear and continuous operation with urban rail lines.

4. The intercity and urban rail interconnection train control method and control system of the present invention realizes full-function seamless switching of trains between the intercity train control system and the urban rail train control system, and the switched system has complete functions. Column control function. For example, after switching from the intercity train control system to the urban rail train control system, the train has the full functions of the interlocking level, BLOC, CBTC level, and RM, CM, and AM modes of the urban rail train control system.

5. The intercity and urban rail interconnection train control method and control system of the present invention, the control right handover adopts the dual mechanism of software safety confirmation mechanism + relay hard line signal mutual acquisition, and improves train control through soft and hard methods. The reliability and security of the transfer of rights.

Description of drawings

FIG. 1 is a schematic diagram of the arrangement of ground signal equipment components in a specific application example of the control system of the present invention.

FIG. 2 is a schematic diagram of the principle of a vehicle-mounted signal device component in a specific application example of the control system of the present invention.

FIG. 3 is a schematic flow chart of line switching in a specific application example of the control method of the present invention.

FIG. 4 is a schematic diagram of the principle of the present invention in a specific application example.

Detailed ways

The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

As shown in FIG. 1 , the train control method of the present invention for the interconnection and intercommunication of intercity and urban rail lines is a train control system control method used by trains that are interconnected and operated on intercity lines and urban rail lines; the train control system controls The car method includes basic car control logic and control right handover logic between train control systems of different standards. The basic train control logic is the control logic that the intercity and urban rail train control systems must have, such as braking curve calculation, overspeed protection, door opening and closing control, etc. No matter whether the train is to perform intercity and urban rail interoperability, it must have These basic car control logics. The train control method of the present invention is compatible with the existing basic train control logic and line data of the intercity train control system and the urban rail train control system. Through the design of the control right handover logic, the train can be controlled when the train operates on the intercity or urban rail line. Switch to the basic vehicle control logic and line data corresponding to the corresponding operating line. Therefore, the basic car control logic will not be repeated here.

The focus of the present invention lies in the control right handover logic between train control systems of different standards; that is, the present invention includes a control right handover method, and the control right handover method includes:

The train has both the intercity train control on-board system and the urban rail train control on-board system;

When the train enters the urban rail line from the intercity line, the control right is switched from the intercity train control on-board system to the urban rail train control on-board system;

The train enters the intercity line from the urban rail line, and the control right is switched from the urban rail train control on-board system to the inter-city train control on-board system;

During the switching process, one of the on-board intercity train control system and the on-board urban rail train control system sends a handover request message to the other, and after being confirmed, the switching is completed.

When a train switches from one of the intercity line and the urban rail line to the other, the process includes:

Step S101: when the train receives the transponder that has been switched, the first handover is started, and the current line sends a request for the first handover of control to the line to be switched;

Step S102: The on-board system of the line to be switched receives the first handover request information of the on-board system of the current line, and starts the self-check of the on-board system of the line to be converted; after the self-check is successful, it will reply to the on-board system of the current line for the first time receive confirmation;

Step S103: The on-board system of the current line receives the first reception confirmation message, and the train speed is lower than the switching speed, it exits the car control, enters the hot standby mode from the car control mode, and sends a second message to the on-board system of the line to be switched. handover request information;

Step S104: the on-board system of the line to be switched receives the second handover request information of the on-board system of the current line, enters the vehicle control mode, and replies the second reception confirmation message to the on-board system of the current line;

Step S105: The on-board system of the current line receives the second reception confirmation message, terminates sending the handover request, releases the handover relay signal, and enters the standby mode to complete the control right handover.

In a specific application example, when a train enters an urban rail line from an intercity line, the process includes:

Step S1001: When the intercity train control system controls the train, the intercity train control system controls the speed of the train entering the transfer rail from the intercity line to be within the speed limit of the transfer rail entrance (such as 60km) before the mobile authorization is issued to the signal at the entrance of the urban rail line. /h), when the train receives the transponder from the intercity to urban rail direction (VB-CJR in Figure 1), the first handover is started, and the intercity train control on-board system issues the control right to the urban rail train control on-board system First handover request information;

Step S1002: The urban rail train control on-board system receives the first handover request information of the inter-city train control on-board system, and starts the self-check of the urban rail train control on-board system; after the self-check is successful, the urban rail train control on-board system enters from the standby mode. In hot standby mode, the normal vehicle control logic operation can be performed, but the vehicle control output is not performed. When the self-check of its own system is normal, it has the ability to control the car, and can enter the car control mode, it will reply to the intercity train control on-board system for the first reception confirmation message, and drive the receiving relay to output the receiving relay signal.

Step S1003: The intercity train control on-board system receives the first reception confirmation information, and collects the reception relay signal, and the train speed is lower than the switching speed (such as 25km/h), it exits the car control and enters from the car control mode. In hot standby mode, it drives the handover relay at the same time, outputs the handover relay signal, and sends the second handover request information to the urban rail train control vehicle system.

Step S1004: the urban rail train control vehicle system receives the second handover request information from the intercity train control vehicle system, and collects the handover relay signal, immediately enters the vehicle control mode from the hot standby mode, and releases the receiving relay signal at the same time , and reply the second receipt confirmation message to the intercity train control on-board system.

Step S1005: When the intercity train control vehicle system receives the second reception confirmation message, it terminates sending the handover request, releases the handover relay signal, and enters the standby mode to complete the control right handover. The train is controlled by the urban rail train control system and enters the urban rail line for operation.

In a specific application example, referring to Figure 3, when a train enters an intercity line from an urban rail line, the process includes:

Step S2001: When the urban rail train control system controls the car, the mobile authorization is sent to the entrance signal of the intercity line, and the urban rail train control system controls the train to enter the transfer track from the urban rail line. After the transponder (VB-CGR in Figure 1) is converted, the first handover is started, and the urban rail train control on-board system sends a request for the first handover of control rights to the intercity train control on-board system;

Step S2002: The intercity train control on-board system receives the first handover request information of the urban rail train control on-board system, and starts the self-check of the inter-city train control on-board system. In standby mode, the normal vehicle control logic operation can be performed, but the vehicle control output is not performed. When the self-inspection of its own system is normal, it has the ability to control the car, and can enter the car control mode, it will reply to the urban rail train control on-board system for the first receiving confirmation information, and drive the receiving relay, and output the receiving relay signal;

Step S2003: The urban rail train control on-board system receives the first receiving confirmation information, and collects the receiving relay signal, and the train speed is lower than the switching speed (such as 25km/h), then exit the car control, and enter from the car control mode Hot standby mode, drive the handover relay at the same time, output the handover relay signal, and send the second handover request information to the intercity train control vehicle system;

Step S2004: The intercity train control vehicle system receives the second handover request information from the urban rail train control vehicle system, and collects the handover relay signal, immediately enters the vehicle control mode from the hot standby mode, and releases the receiving relay signal at the same time , and reply the second receipt confirmation message to the urban rail train control vehicle system;

Step S2005: When the urban rail train control vehicle system receives the second reception confirmation message, it terminates sending the handover request, releases the handover relay signal, and enters the standby mode to complete the control right handover. The train is controlled by the intercity train control system and enters the intercity line for operation.

As a preferred embodiment, in the control right handover logic of the urban rail and intercity train control systems, in addition to the above-mentioned safe handover mechanism of the control right, in order to ensure the safety of the system handover, it is ensured that the train is always in a controlled state. , the present invention also includes at least one or more safety control logics:

(a) The train can only be controlled by the intercity train control system or one of the train control systems of the urban rail train control system at the same time.

(b) Adopt the dual mechanism of software secondary confirmation and relay hard-wired signal mutual acquisition, and ensure the reliability and safety of the handover of train control rights through two sets of mechanisms: soft and hard.

(c) The urban rail train control on-board system and the intercity train control on-board system interlock the drive circuits of the handover relay and the receiving relay to ensure that the same relay can only be operated by the urban rail train control on-board system or the inter-city train control on-board system at the same time. One of the system drivers in the system ensures the uniqueness of the hard-wired signals of the receiving relay and handover relay.

(d) When the intercity train control on-board system (or the urban rail train control on-board system) meets the conditions for sending the handover request information, it periodically sends to the urban rail train control on-board system (or the inter-city train control on-board system) according to the set time. Corresponding handover request information, stop sending after the handover process is completed.

(e) When the urban rail train control on-board system (or the intercity train control on-board system) meets the conditions for sending the confirmation information, it periodically sends to the inter-city train control on-board system (or the urban rail train control on-board system) according to the set time. Correspondingly receive confirmation information, in which the sending times of the second receiving confirmation information reach the set value and stop sending.

(f) A complete train control right handover cycle is not counted until the safety confirmation process of the first handover, the first receiving confirmation, the second handover, and the second receiving confirmation are completed in sequence. After the handover fails, start the next round of handover process.

(g) The intercity train control on-board system (or the urban rail train control on-board system) does not receive the second receipt confirmation information from the urban rail train control on-board system (or the inter-city train control on-board system) within the set tolerance time, Then the control right is taken back immediately, the vehicle control mode is entered from the hot standby mode, and a new round of handover process is restarted.

(h) When the movement authorization of the trains controlled by the intercity train control system is exhausted, and the handover of control rights between the intercity train control system and the urban rail train control system is still not completed, the intercity train control system controls the train to stop at the entrance signal of the urban rail line. In front of the machine, that is, stop in front of the CGR signal machine in Figure 1, and cannot enter the urban rail line.

(i) The movement authorization of the trains controlled by the urban rail train control system is exhausted, and the handover of the control rights between the urban rail train control system and the intercity train control system is still not completed, then the trains controlled by the urban rail train control system stop at the entrance signal of the intercity line. In front of the plane, that is, stop in front of the CJR signal in Figure 1, and cannot enter the intercity line.

(j) The on-board train control system has the principle of priority of human control. The intercity train control on-board system and the urban rail train control on-board system are equipped with bypass switches, and any train-controlled on-board system or all train-controlled on-board systems can be manually selected to bypass, so as to Guarantee train operation under system failure conditions.

In other embodiments, the control right handover method of the present invention further includes a control method for the train to switch from one standard or one manufacturer's train control system to another standard or another manufacturer's train control system.

As shown in FIG. 1 , the present invention further provides a train control system for inter-city and urban rail interconnection, including:

Ground signal equipment components, including signal transmitters at both ends of the transfer rail (CGR and CJR), active transponders (VB-CGR and VB-CJR), axle counting equipment (JZ1), track circuits, school wheel transponders (WB1 and WB2) ); among them, the CGR guard train enters the urban rail line area from the transition rail, and the CJR guard train enters the intercity line area from the transition rail. VB-CGR provides point-based movement authorization, precise location and other information for trains entering the urban rail area from the transition rail, and serves as the starting point for the switching of the train control system when the train enters the intercity line from the urban rail line. VB-CJR provides information such as point-type movement authorization and precise location for trains entering the intercity area from the transition rail, and serves as the starting point for the switching of the train control system when the train enters the urban rail line from the intercity line. A set of axle counting JZ1 is set at the position where the signal CGR corresponds to the axle counting retraction of a minimum vehicle length to form a screening area, which is used for the front screening when the train enters the urban rail area to upgrade the CBTC control level. The track circuit is laid in the transfer rail area and incorporated into the ground train control center of the intercity line to obtain the relevant code bit information before the train enters the intercity line from the transfer track. A wheel transponder is set on the transition rail to correct the wheel diameter before the train enters the urban rail area from the transition rail, and at the same time assist the train to complete the initial positioning before entering the urban rail or the intercity main line.

On-board signal equipment components, trains that are interconnected on intercity and urban rail lines are equipped with on-board host equipment for the intercity signal system and on-board host equipment for the urban rail signal system, and the two sets of host equipment communicate with each other.

In a specific application example, further, auxiliary vehicle control equipment is shared and multiplexed, and the auxiliary vehicle control equipment includes but is not limited to DMI, BTM and its antenna, speed measurement unit, vehicle interface, and the like.

In a specific application example, the in-vehicle signal equipment component also includes a track circuit receiving antenna required for the vehicle control of the intercity signal system, and a vehicle-ground wireless communication system required for the vehicle control of the urban rail signal system. Further, if the intercity train control system also has a vehicle-ground wireless communication system, the intercity and urban rail train control system vehicle-ground wireless communication can be integrated according to the vehicle-ground wireless communication standard, and a set of vehicle-ground wireless communication can be reused. equipment.

In this example, the device association relationship is shown in Figure 2. In this figure, the intercity train control system does not have vehicle-ground wireless communication as an example.

The above-mentioned intercity vehicle-mounted host equipment is the core vehicle control equipment of the intercity train control vehicle-mounted system, which adds the functions of communication and control right handover with the urban rail vehicle-mounted host on the basis of the existing traditional intercity vehicle control functions.

The above-mentioned urban rail on-board host equipment is the core equipment of the urban rail train control on-board system, which adds the functions of communication and control right handover with the intercity on-board host on the basis of the existing traditional urban rail control functions.

The above-mentioned DMI, BTM, antenna, speed measurement unit, and vehicle interface are auxiliary equipment and interfaces for vehicle control, which provide relevant basic vehicle control information when communicating with the intercity vehicle host and the urban rail vehicle host respectively. The rail circuit receiving antenna is the exclusive auxiliary equipment for the intercity vehicle signal, and the urban rail vehicle-ground wireless communication is the exclusive auxiliary equipment for the urban rail signal vehicle. Each auxiliary equipment cooperates with the host to control the car, the car control signal is output to the train through the vehicle interface, and the train signal is collected to the host through the vehicle interface.

The present invention now takes a scenario where a train enters an urban rail line from an intercity line as an example to illustrate the method of the present invention, and a schematic diagram of the application scenario is shown in FIG. 4 .

1) T1 period:

a) The train is controlled by the intercity train control system, and the urban rail train control on-board system is in standby mode.

b) The train movement authorization calculated by the intercity train control system is sent to the signal at the entrance of the urban rail line, and the train moves from the intercity line to the transfer track under the control of the intercity train control system.

c) The intercity train control system controls the speed of the train to be lower than the speed limit at the entrance of the transfer track when the train enters the transfer track.

2) T2 period:

a) The train enters the transfer track, receives the switching transponder VB-CJR, and starts the control transfer mechanism.

b) The intercity train control on-board system sends a request for the first handover of control rights to the urban rail train control on-board system.

3) T3 period:

a) The urban rail train control on-board system receives the first handover request information from the intercity train control on-board system, and starts the self-check of the urban rail train control on-board system.

b) After the self-check of the urban rail train control vehicle system is successful, it will enter the hot standby mode from the standby mode.

4) T4 period:

a) The urban rail train control vehicle system receives the school wheel transponders WB1 and WB2 successively, and completes the train positioning and school wheel.

b) The urban rail train control vehicle system initiates a registration request to the urban rail line ground ZC, ATS and other systems.

5) T5 period:

a) The urban rail train control vehicle system has the ability to control the vehicle, and can enter the interlock level or CBTC control level according to the current system conditions, and can enter the RM, CM or AM vehicle control mode.

b) The urban rail train control on-board system replies to the intercity train control on-board system for the first reception confirmation message, drives the receiving relay, and outputs the receiving relay signal.

6) T6 period:

a) The intercity train control on-board system receives the first reception confirmation information, and collects the reception relay signal, and the train speed is lower than the switching speed, it will exit the car control and enter the hot standby mode from the car control mode.

b) The intercity train control on-board system drives the handover relay, outputs the handover relay signal, and sends the second handover request information to the urban rail train control on-board system.

7) T7 period:

a) The urban rail train control vehicle system receives the second handover request information from the intercity train control vehicle system, and collects the handover relay signal, and immediately enters the vehicle control mode from the hot standby mode.

b) The urban rail train control system controls the train to the urban rail line in the RM, CM or AM mode at the interlock level or BLOC or CBTC level according to the current train control conditions.

c) The urban rail train control on-board system releases the receiving relay signal, and replies to the intercity train control on-board system for the second reception confirmation message.

8) T8 period:

a) When the intercity train control vehicle system receives the second reception confirmation message, it stops sending the handover request, releases the handover relay signal, and enters the standby mode to complete the control right handover.

The urban rail train control system controls the train to enter the urban rail line in the corresponding driving mode according to the control level corresponding to the vehicle control conditions.

The above are only preferred embodiments of the present invention, and the protection scope of the present invention is not limited to the above-mentioned embodiments, and all technical solutions that belong to the idea of the present invention belong to the protection scope of the present invention. It should be pointed out that for those skilled in the art, some improvements and modifications without departing from the principle of the present invention should be regarded as the protection scope of the present invention.

Claims (22)

1. a train control method for intercity and urban rail interconnection, comprising basic vehicle control logic, characterized in that, also comprising a control right handover method, the control right handover method comprising: The train has both the intercity train control on-board system and the urban rail train control on-board system; When the train enters the urban rail line from the intercity line, the control right is switched from the intercity train control on-board system to the urban rail train control on-board system; The train enters the intercity line from the urban rail line, and the control right is switched from the urban rail train control on-board system to the inter-city train control on-board system; During the switching process, one of the on-board intercity train control system and the on-board urban rail train control system sends a handover request message to the other, and after being confirmed, the switching is completed. 2. The train control method for intercity and urban rail interconnection according to claim 1, wherein when the train switches from one to the other in the intercity line and the urban rail line, the flow comprises: Step S101: when the train receives the transponder that has been switched, the first handover is started, and the current line sends a request for the first handover of control to the line to be switched; Step S102: The on-board system of the line to be switched receives the first handover request information of the on-board system of the current line, and starts the self-check of the on-board system of the line to be converted; after the self-check is successful, it will reply to the on-board system of the current line for the first time receive confirmation; Step S103: The on-board system of the current line receives the first reception confirmation message, and the train speed is lower than the switching speed, it exits the car control, enters the hot standby mode from the car control mode, and sends a second message to the on-board system of the line to be switched. handover request information; Step S104: the on-board system of the line to be switched receives the second handover request information of the on-board system of the current line, enters the vehicle control mode, and replies the second reception confirmation message to the on-board system of the current line; Step S105: The on-board system of the current line receives the second reception confirmation message, terminates sending the handover request, releases the handover relay signal, and enters the standby mode to complete the control right handover. 3. The train control method for intercity and urban rail interconnection according to claim 2, wherein in the step S102, after the self-check is successful, the on-board system of the line to be converted enters the hot standby mode from the standby mode mode, carry out normal vehicle control logic operations, but do not perform vehicle control output; when the self-check of the own system is normal, has the ability to control the vehicle, and can enter the vehicle control mode, it will reply to the vehicle system of the current line for the first receipt confirmation information, and drive the receiving relay to output the receiving relay signal. 4. The train control method for intercity and urban rail interconnection according to claim 3, characterized in that, in the step S103, the on-board system of the current line receives the first time receiving confirmation information, and collects the receiving follow-up information. Electric signal, and the train speed is lower than the switching speed, exit the car control, enter the hot standby mode from the car control mode, drive the handover relay at the same time, output the handover relay signal, and send a second handover request to the on-board system of the line to be converted information. 5. The train control method for intercity and urban rail interconnection according to claim 4, wherein in the step S104, the on-board system of the line to be switched receives the second handover request of the on-board system of the current line information, and the handover relay signal is collected, immediately enter the vehicle control mode from the hot standby mode, release the receiving relay signal at the same time, and reply the second reception confirmation message to the on-board system of the current line. 6. The intercity and urban rail interconnection train control method according to any one of claims 1 to 5, characterized in that, at the same time, only one of the intercity train control system or the urban rail train control system can be used. A train control system controls the train. 7. The intercity and urban rail interconnection train control method according to any one of claims 1-5, characterized in that the dual mechanism of secondary confirmation and relay hard-wired signal mutual acquisition through software control. 8. The train control method for intercity and urban rail interconnection according to any one of claims 1 to 5, wherein the urban rail train control on-board system and the inter-city train control on-board system are responsible for the handover relay and the receiving relay. The driving circuits of the two devices are interlocked, so that at the same time, the same relay can only be driven by one of the urban rail train control on-board system or the intercity train control on-board system. 9. The intercity and urban rail interconnection train control method according to any one of claims 1-5, wherein one of the intercity train control on-board system and the urban rail train control on-board system is When the conditions for sending the handover request information are met, the corresponding handover request information is periodically sent to another according to the set time, and the sending is stopped after the handover process is completed. 10. The train control method for intercity and urban rail interconnection according to any one of claims 1 to 5, wherein one of the intercity train control on-board system and the urban rail train control on-board system is When the conditions for sending the receiving confirmation information are met, the corresponding receiving confirmation information is periodically sent to the other according to the set time, and the sending of the second receiving confirmation information reaches the set value and stops sending. 11. The train control method for inter-city and urban rail interconnection according to any one of claims 2-5, characterized in that, in the switching process, the first handover and the first reception confirmation are implemented sequentially and completely. After the safety confirmation process of the second handover and the second receiving confirmation, it is a complete train control right handover cycle; after the handover fails, the next round of handover process is started. 12. The train control method for intercity and urban rail interconnection according to any one of claims 2-5, wherein one of the intercity train control on-board system and the urban rail train control on-board system is If another second reception confirmation message is not received within the set tolerance time, it will immediately take back control, enter the vehicle control mode from the hot standby mode, and restart a new round of handover process. 13. The train control method for inter-city and urban rail interconnection according to any one of claims 2 to 5, wherein the inter-city train control system has exhausted the movement authorization of the train control, and still has not completed the urban rail transit. If the control rights of the inter-city train control system and the urban rail train control system are handed over, the inter-city train control system controls the train to stop in front of the urban rail line entrance signal and cannot enter the urban rail line. 14. The train control method for inter-city and urban rail interconnection according to any one of claims 2-5, characterized in that, the urban rail train control system has exhausted the movement authorization of the train control, and still has not completed the urban rail transit. If the control rights of the rail train control system and the intercity train control system are handed over, the urban rail train control system controls the train to stop in front of the intercity line entrance signal and cannot enter the intercity line. 15. The train control method for intercity and urban rail interconnection according to any one of claims 1 to 5, wherein the intercity train control on-board system and the urban rail train control on-board system are both provided with bypasses The switch is manually selected to bypass any train-controlled on-board system or all train-controlled on-board systems. 16. An intercity and urban rail interconnection train control system, characterized in that it comprises: Ground signal equipment components, including signal machines CGR and CJR at both ends of the conversion rail, active transponders VB-CGR and VB-CJR, axle counting equipment JZ1, track circuits, and school wheel transponders WB1 and WB2; among them, the signal machine CGR is used for To prevent the train from entering the urban rail line area from the transition rail, the signal CJR is used to protect the train from the transition rail into the intercity line area; the active transponder VB-CGR is used to provide point movement for the train to enter the urban rail area from the transition rail Authorization and position information, and serve as the starting point of handover; the active transponder VB-CJR is used to provide point-type movement authorization and position information for the train to enter the intercity area from the transition rail, and serve as the starting point of handover; the axle counting device JZ1 A screening area is formed, which is used for the front screening when the train enters the urban rail area to upgrade the CBTC control level; the track circuit is used for the train to obtain the relevant code position information before the train enters the intercity line from the transition rail; the school wheel transponder is used for the train from Correct the wheel diameter before the transfer rail enters the urban rail area, and assist the train to complete the initial positioning before entering the urban rail or the intercity main line; On-board signal equipment components, trains that are interconnected on intercity and urban rail lines are equipped with on-board host equipment for the intercity signal system and on-board host equipment for the urban rail signal system, and the two sets of host equipment communicate with each other. 17 . The intercity and urban rail interconnection train control system according to claim 16 , wherein the axle counting device JZ1 is set at a position where the signal CGR corresponds to the axle counting retreat by a minimum train length. 18 . 18 . The intercity and urban rail interconnection train control system according to claim 16 , wherein the track circuit is laid in the transition rail area and controlled by the ground train control center of the intercity line. 19 . 19. The intercity and urban rail interconnection train control system according to claim 16, wherein the school wheel transponder is arranged at the transition rail. 20. The intercity and urban rail interconnection train control system according to any one of claims 16-19, wherein the train control auxiliary equipment on the train is shared and reused, and the train control auxiliary equipment Including one or more of DMI, BTM and its antenna, speed measurement unit, vehicle interface. 21. The intercity and urban rail interconnection train control system according to any one of claims 16-19, characterized in that, the on-board signal equipment component also includes the intercity signal system equipment required for vehicle control of the simultaneously equipped intercity signal system. The receiving antenna of the track circuit, and the vehicle-ground wireless communication system required by the urban rail signal system to control the car. 22. The intercity and urban rail interconnection train control system according to any one of claims 16-19, characterized in that, in the vehicle-mounted signal device assembly, the intercity and urban rail are connected according to a vehicle-ground wireless communication standard. The train control system integrates the vehicle-ground wireless communication and reuses a set of vehicle-ground wireless communication equipment.

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