CN110936983B - Automatic train coupling method for rail transit - Google Patents
Automatic train coupling method for rail transit Download PDFInfo
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- CN110936983B CN110936983B CN201911168753.2A CN201911168753A CN110936983B CN 110936983 B CN110936983 B CN 110936983B CN 201911168753 A CN201911168753 A CN 201911168753A CN 110936983 B CN110936983 B CN 110936983B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0018—Communication with or on the vehicle or train
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
- B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems
- B61B1/005—Rail vehicle marshalling systems; Rail freight terminals
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G7/00—Details or accessories
- B61G7/14—Safety devices
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Abstract
The invention relates to an automatic train coupling method for rail transit, which comprises the following steps: a train coupling process for automatically coupling the train in the coupling mode to the coupled front train; and the train decompiling process is used for automatically decompiling the train mixed marshalling in the decompiled area. Compared with the prior art, the invention has the advantages that the manual train driving is not needed for linkage operation, and the like.
Description
Technical Field
The invention relates to a rail transit signal system, in particular to an automatic train coupling method used in rail transit.
Background
At present, the rail traffic of big cities in China, such as Shanghai, Beijing and the like, has the characteristics of large difference of passenger flow sections at different time intervals and tidal distribution of passenger flow. Meanwhile, the newly-built lines are usually long, and the remarkable characteristic of uneven passenger flow of the lines in the central part of the city and the suburb parts also exists.
The existing urban rail transit manned (GoA1, grade 2) project mostly adopts fixed marshalling trains, the operation can not flexibly allocate the quantity of train vehicles to meet the requirements of different transport capacities, namely, the operation mode of 'large marshalling and high density' can not be realized in peak time, the 'multi-pulling fast running' is realized, the operation mode of 'small marshalling and high density' is realized in flat time while the requirement of the transport capacity is met, and the purposes of energy conservation and emission reduction are achieved by reducing the number of carriages marshalling by a single group of trains on the basis of ensuring the traffic density and reducing the traction power supply consumption.
In addition, in the current manned driving project, when a single train outgoing from the line has a fault and can not be degraded to operate the section of returning to the line through a bypass of the train, the two trains are generally in an online manual coupling mode, and a rear train pushes a front train to slowly run to a nearby platform for manual passenger clearing. And then, through the propelling of the tail car, a driver operates the train, visually drives the train and slowly moves back to the section at the speed lower than 15kph, and the operation usually has serious influence on the normal passenger carrying operation of the line.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide an automatic train coupling method for rail transit.
The purpose of the invention can be realized by the following technical scheme:
a method for automatic train coupling in rail transit comprises the following steps:
a train coupling process for automatically coupling the train in the coupling mode to the coupled front train;
and the train decompiling process is used for automatically decompiling the train mixed marshalling in the decompiled area.
Preferably, the train coupling process specifically includes the following steps:
101) the front vehicle TU1 is stopped stably in the hitching area and transacts a route for the rear vehicle to enter the hitching area;
102) after being confirmed, the train TU2 in the linked mode is started to the TU1 at a speed lower than the set speed until the train TU2 is linked with the TU 1;
103) after the coupling is successful, signals and vehicle equipment are automatically initialized, the train leaves the coupling area, and a new coupling train TU automatically activates a cab according to the direction of the entering road, leaves the cab and enters the main line for operation.
Preferably, the front train TU1 is in communication connection with the train TU2 through a signal and vehicle safety information exchange hard-line acquisition interface, and is used for interacting an ACS signal and an ANCS signal, wherein the ACS signal is that one side of the train is in an unlinked state, and the ANCS signal is that one side of the train is in a linked state.
Preferably, the ACS signal is derived from an internal contact of the coupler of the vehicle, is acquired by a vehicle-mounted ATP system of the vehicle, is excited in a normal non-coupled state, and is lost and falls off when being coupled.
Preferably, the ANCS signal is derived from another train state feedback input linked with the vehicle after being linked, and the excitation conditions are as follows:
the vehicle is correctly linked with another train of trailer at the side;
the car coupler at the other side of the coupled trailer is not coupled;
the trailer integrity check passes.
Preferably, the front car TU1 is in communication connection with the train TU2 through a full-automatic coupler internal terminal, wherein the full-automatic coupler internal terminal is used for realizing:
the Ethernet for transmitting the vehicle-mounted signal is run through and automatically configured in a linked state;
the train TCMS network is communicated and automatically configured in a linked state;
automatically waking up and sleeping the signal vehicle-ground communication wireless network module;
and (4) through and reconnection of a hard wire signal for transmitting a train control command.
Preferably, after the train is connected, the train must be controlled by the head train in the running direction of the train, all train control commands and train state feedback are sent and received by the train end in the direction of the activated end, and the non-activated train at the tail end only responds to the control system commands and feeds back the state.
Preferably, the train decompiling process specifically comprises:
the train TU1-TU2 is mixed, marshalled and stopped in an un-marshalling area, an un-marshalling instruction is automatically or manually issued to the train by the center, and the train automatically unlocks a coupler;
after the signal system automatically confirms that the car couplers of the two trains are in a disconnected state, a confirmation departure instruction is issued to the train TU1 according to an operation plan, and the TU1 leaves the drive-in main line for operation;
the signaling system, according to the operating plan, processes the instruction for TU2 to leave the de-compiling area and TU2 leaves the drive-in main line operating or return vehicle segment.
Compared with the prior art, the invention has the following advantages:
1. the automatic coupling operation can be carried out without manually driving a train for coupling, and particularly on an unmanned line, a driver can not get on the train for rescue in time in an emergency, so that the rescue time is delayed.
2. The coupling function can support various flexible marshalling of lines, is suitable for lines with obvious tidal passenger flow, and saves resources.
Drawings
FIG. 1 is a schematic view of a coupling arrangement for two trains;
FIG. 2 is a schematic illustration of hang detection;
FIG. 3 is a schematic diagram of an active end control train;
FIG. 4 is a schematic diagram of an automatic coupling of an unmanned train;
fig. 5 is a schematic diagram of automatic unpinning of the unmanned train.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, not all, embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, shall fall within the scope of protection of the present invention.
With the rapid popularization of the urban rail transit unmanned automation technology (GoA-4), the solution based on the full-automatic train operation control system is gradually replacing the existing human supervision semi-automatic train operation control system (GoA-2) solution, and becomes the first choice of a new rail transit project. The train on-line flexible marshalling is realized on the basis of unmanned driving, so that the flexible conversion from a high peak large marshalling to a flat peak small marshalling is realized, and the energy conservation and emission reduction of the line are realized in the flat peak time period; and the online automatic coupling rescue of the unmanned project train is realized, and the system becomes a research hotspot of the current domestic and foreign rail transit automatic driving system.
In order to implement flexible TRAIN marshalling, the invention needs to define a minimum marshalling implementation UNIT (TRAIN UNIT, TU), i.e. a minimum UNIT which can not be split from the operation point of view of the on-line TRAIN. The unit can be independently operated on line, and can also be connected with other same or different units to be operated on line.
Taking 3-6 train flexible grouping as an example, the minimum implementation unit is a 3-group train, defined as TU1, and there are two configurations that can be operated on-line, namely a three-group TU1 and a linked six-group TU1-TU 1.
Because each TU can be identified by the system and independently operated online, a single TU is the minimum unit of the system configuration, needs to configure complete signal system vehicle-mounted equipment, including vehicle-mounted ATP/ATO equipment with redundancy from head to tail, speed measuring and positioning equipment at two ends, intranet and vehicle-ground communication equipment, and the like, and needs to support flexible grouping, linking and de-linking/de-linking functions, as shown in fig. 1.
In order to realize safe coupling, de-coding and train integrity check in a coupled state of a train, a corresponding signal-vehicle safety information exchange hard-wire acquisition interface needs to be added, wherein the more important information is an ACS (train single side is in an uncoupled state)/ANCS (train single side is in a coupled state) signal, taking two trains for coupling as an example, the specific functions are defined as follows:
ACS signals are from internal contacts of the car coupler of the car, are collected by a car-mounted ATP system of the car, are excited in a normal non-coupled state, and fall off after loss of excitation when being coupled;
the ANCS signal is from feedback input of the state of another train which is linked with the train after being linked, and the excitation conditions are as follows:
the vehicle is correctly linked with another train of trailer at the side;
the car coupler at the other side of the coupled trailer is not coupled;
the integrity of the trailer is checked to pass;
through the safety input check, the vehicle can be ensured to correctly identify the coupling state and the coupling configuration of the train, and if unexpected coupling operation outside the system configuration is generated, the system can correctly detect and identify the unexpected coupling operation, as shown in fig. 2.
In addition to the above-mentioned additional coupling state feedback safety interface, the following circuit communication and configuration also need to be completed in the coupling state, and the connection through the internal terminal of the fully automatic coupler is through:
the vehicle-mounted signal Ethernet is run through and automatically configured in a linked state;
the train TCMS network (MVB or Ethernet) is in run-through and automatic configuration in a linked state;
automatically waking up and sleeping the signal vehicle-ground communication wireless network module;
the through and reconnection of a hard wire signal of a train control command (train end selection, traction brake system control, door control, traction cutting/brake application maintaining control, creeping mode control, jumping mode control, train anti-collision system state acquisition, train end escape door control and the like);
after hitching, the train must be controlled by the head car in the direction of train travel, as shown in fig. 3, and no tail car push operation is possible. That is, all train control commands and train state feedback are sent and received by the train end in the direction of the active end, and the inactive train at the tail end does not participate in control and only responds to the control system commands and performs state feedback.
As shown in fig. 4, the linkage process:
the front vehicle (TU1) is stopped stably in the coupling area, and a route for the rear vehicle to enter the coupling area is handled;
after the train (TU2) in the hitching mode is automatically or manually confirmed by a vehicle controller, the train is started to the TU1 at a speed of less than 5km/h (according to the project definition) until the train is hitched with the TU 1;
after the coupling is successful, signals and vehicle equipment are automatically initialized, the train leaves the coupling area to enter the road, and the new coupling train TU automatically activates a cab according to the road entering direction, leaves and enters the main line for operation.
As shown in fig. 5, the codec flow:
the train TU1-TU2 is mixed, marshalled and stopped in an un-marshalling area, an un-marshalling instruction is automatically or manually issued to the train by the center, and the train automatically unlocks a coupler;
after the signal system automatically confirms that the car couplers of the two trains are in a disconnected state, a confirmation departure instruction is issued to the TU1 according to an operation plan, and the TU1 leaves the drive-in main line for operation;
the signaling system, according to the operating plan, processes the instruction for TU2 to leave the de-compiling area and TU2 leaves the drive-in main line operating or return vehicle segment.
While the invention has been described with reference to specific embodiments, the invention is not limited thereto, and various equivalent modifications and substitutions can be easily made by those skilled in the art within the technical scope of the invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (3)
1. A train automatic coupling method used in rail transit is characterized by comprising the following steps:
a train coupling process for automatically coupling the train in the coupling mode to the coupled front train;
the train decompiling process is used for automatically decompiling the train mixed marshalling in the decompiled area;
defining a minimum implementation unit TU of the marshalling, namely a minimum and non-detachable unit of the on-line train from the operation perspective; each TU can be identified by the system and independently operated online, so that a single TU is the minimum unit configured by the system, needs to be configured with complete signal system vehicle-mounted equipment and needs to support flexible grouping and linking or de-coding functions;
the train coupling process specifically comprises the following steps:
101) the front vehicle TU1 is stopped stably in the hitching area and transacts a route for the rear vehicle to enter the hitching area;
102) after being confirmed, the train TU2 in the linked mode is started to the TU1 at a speed lower than the set speed until the train TU2 is linked with the TU 1;
103) after the coupling is successful, automatically initializing a signal and vehicle equipment, transacting an approach leaving a coupling area, and automatically activating a cab and leaving a new coupling train TU according to the approach direction to enter a main line for operation;
after the train is connected, the train must be controlled by the head train in the running direction of the train, all train control commands and train state feedback are sent and received by the train end in the direction of the activated end, and the non-activated train at the tail end only responds to the control system commands and feeds back the state;
the front train TU1 is in communication connection with the train TU2 through a signal and vehicle safety information exchange hard wire acquisition interface and is used for interacting ACS signals and ANCS signals, wherein the ACS signals are that one side of the train is in an unlinked state, and the ANCS signals are that one side of the train is in a linked state;
the ACS signal is from the internal contact of the car coupler of the car, is collected by the car-mounted ATP system of the car, is excited under the normal non-coupled state, and is lost and falls off when being coupled;
the ANCS signal is from feedback input of the state of another train coupled with the train after the train is coupled, and the excitation conditions are as follows:
the vehicle is correctly linked with another train of trailer at the side;
the car coupler at the other side of the coupled trailer is not coupled;
the trailer integrity check passes.
2. The method as claimed in claim 1, wherein the front car TU1 is communicatively connected to the train TU2 through a fully automatic coupler internal terminal, wherein the fully automatic coupler internal terminal is used to implement:
the Ethernet for transmitting the vehicle-mounted signal is run through and automatically configured in a linked state;
the train TCMS network is communicated and automatically configured in a linked state;
automatically waking up and sleeping the signal vehicle-ground communication wireless network module;
and (4) through and reconnection of a hard wire signal for transmitting a train control command.
3. The method according to claim 1, wherein the train decompiling process specifically comprises:
the train TU1-TU2 is mixed, marshalled and stopped in an un-marshalling area, an un-marshalling instruction is automatically or manually issued to the train by the center, and the train automatically unlocks a coupler;
after the signal system automatically confirms that the car couplers of the two trains are in a disconnected state, a confirmation departure instruction is issued to the train TU1 according to an operation plan, and the TU1 leaves the drive-in main line for operation;
the signaling system, according to the operating plan, processes the instruction for TU2 to leave the de-compiling area and TU2 leaves the drive-in main line operating or return vehicle segment.
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| CN201911168753.2A CN110936983B (en) | 2019-11-25 | 2019-11-25 | Automatic train coupling method for rail transit |
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| CN111874008B (en) * | 2020-05-26 | 2021-09-03 | 卡斯柯信号有限公司 | Method for realizing flexible grouping operation of urban rail transit |
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| CN114802357B (en) * | 2022-03-29 | 2023-08-25 | 卡斯柯信号有限公司 | Safety identification method, device, equipment and medium for multi-train connection state |
| CN114987558A (en) * | 2022-04-21 | 2022-09-02 | 卡斯柯信号有限公司 | Train linkage and de-editing device, method, equipment and medium based on wireless communication |
| CN114872758B (en) * | 2022-05-24 | 2024-02-23 | 新誉庞巴迪信号系统有限公司 | Main control selection system of vehicle-mounted ATC (automatic train control) of full-automatic operation flexible marshalling train |
| CN114954566B (en) * | 2022-08-01 | 2022-11-08 | 中车长春轨道客车股份有限公司 | Circuit for flexible marshalling of subway trains |
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