CN114212120B - Switch system and control method - Google Patents
Switch system and control method Download PDFInfo
- Publication number
- CN114212120B CN114212120B CN202111642342.XA CN202111642342A CN114212120B CN 114212120 B CN114212120 B CN 114212120B CN 202111642342 A CN202111642342 A CN 202111642342A CN 114212120 B CN114212120 B CN 114212120B
- Authority
- CN
- China
- Prior art keywords
- turnout
- track
- train
- switch
- local controller
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000000034 method Methods 0.000 title claims abstract description 27
- 230000009471 action Effects 0.000 claims abstract description 44
- 230000007246 mechanism Effects 0.000 claims abstract description 33
- 210000001503 joint Anatomy 0.000 claims abstract description 13
- 238000004891 communication Methods 0.000 claims description 35
- 230000003068 static effect Effects 0.000 claims 1
- 238000006243 chemical reaction Methods 0.000 description 9
- 238000010586 diagram Methods 0.000 description 7
- 229910000831 Steel Inorganic materials 0.000 description 3
- 238000005299 abrasion Methods 0.000 description 3
- 230000015556 catabolic process Effects 0.000 description 3
- 238000006731 degradation reaction Methods 0.000 description 3
- 239000010959 steel Substances 0.000 description 3
- 238000005516 engineering process Methods 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000013475 authorization Methods 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 230000006870 function Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 230000008447 perception Effects 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L5/00—Local operating mechanisms for points or track-mounted scotch-blocks; Visible or audible signals; Local operating mechanisms for visible or audible signals
- B61L5/06—Electric devices for operating points or scotch-blocks, e.g. using electromotive driving means
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
Embodiments of the present disclosure provide a switch system and control method. The system comprises: the device comprises a control circuit, a driving motor, a connecting rod, an actuating mechanism and a turnout track; the control circuit is respectively and electrically connected with the driving motor, the local controller and the OC/CI, the driving motor is mechanically connected with the connecting rod, the connecting rod is mechanically connected with the executing mechanism, and the executing mechanism is mechanically connected with the turnout track; the control circuit is used for receiving the switch action instruction sent by the OC/CI or the local controller and driving the driving motor to work according to the switch action instruction; the driving motor drives the actuating mechanism through the connecting rod so as to enable the turnout track to be in butt joint with a target track corresponding to the turnout action instruction, and the turnout position is converted into the turnout position of the train application. The embodiment of the disclosure can improve the timeliness, safety and compatibility of turnout control, and is suitable for the train autonomous control system with higher requirements on the utilization rate of the line, safety and system compatibility.
Description
Technical Field
The present disclosure relates to the field of rail transit, and more particularly, to a switch system and control method.
Background
With the rapid development of urban rail transit, the iteration of the emerging technology, a train autonomous control system, is generated. The system is based on active sensing equipment such as image recognition, radar ranging and the like, and is changed from traditional ground centralized control into autonomous and autonomous control taking train sensing as a core.
The safety, reliability, comfort and the like of rail transit can be improved by applying the train autonomous control system, ground control equipment and external conditions are not excessively relied on, and trackside equipment is greatly reduced, meanwhile, multi-train high-density tracking, collaborative operation and flexible grouping are supported, capacity and capacity matching is realized, and operation energy consumption is reduced. However, the system has high passing capability requirement and high safety in a bottleneck area of a line because of small inter-train tracking interval, and the conventional turnout system has difficulty in meeting the operation requirement.
Disclosure of Invention
The switch system and the control method can improve the timeliness, safety and compatibility of switch control, and are suitable for the train autonomous control system with higher requirements on the utilization rate, safety and system compatibility of a circuit.
In a first aspect, embodiments of the present disclosure provide a switch system comprising:
The device comprises a control circuit, a driving motor, a connecting rod, an actuating mechanism and a turnout track;
the control circuit is respectively and electrically connected with the driving motor, the local controller and the OC/CI, the driving motor is mechanically connected with the connecting rod, the connecting rod is mechanically connected with the executing mechanism, and the executing mechanism is mechanically connected with the turnout track;
the control circuit is used for receiving the switch action instruction sent by the OC/CI or the local controller and driving the driving motor to work according to the switch action instruction; the driving motor drives the actuating mechanism through the connecting rod so as to enable the turnout track to be in butt joint with a target track corresponding to the turnout action instruction, and the turnout position is converted into the turnout position of the train application.
In some implementations of the first aspect, the connecting rod and the actuator each include a plurality of connecting rods, and the connecting rods are mechanically connected to the actuators in a one-to-one correspondence.
In some implementations of the first aspect, the actuator includes two sub-mechanisms, the two sub-mechanisms being located directly below two sides of the switch track, respectively;
The driving motor drives the actuating mechanism through the connecting rod, so that the sub-mechanism of the actuating mechanism adopts two-dimensional circular arc motion and moves from the currently located bottom groove to the bottom groove corresponding to the turnout action instruction, and the turnout track is driven to butt joint with the target track corresponding to the turnout action instruction, wherein the bottom groove is a circular arc groove, and the contact part of the sub-mechanism and the bottom groove is a circular arc bulge matched with the bottom groove.
In some implementations of the first aspect, the switch track is provided with a track circuit for detecting whether the switch track is occupied, and when the switch track is occupied, the drive motor is disabled.
In a second aspect, embodiments of the present disclosure provide a control method applied to a switch system as described above, the method comprising:
when the train is in communication connection with the local controller, the local controller acquires the state information of the current turnout track;
the local controller determines the switch position of the train application according to switch position application information sent by the train, and determines the current switch position according to state information of the current switch track;
when the switch position of the train is consistent with the current switch position, the local controller does not send a switch action instruction to the control circuit;
when the switch position of the train is inconsistent with the current switch position, the local controller sends a switch action instruction to the control circuit;
The control circuit drives the driving motor to work according to the switch action instruction; the driving motor drives the actuating mechanism through the connecting rod so as to enable the turnout track to be in butt joint with a target track corresponding to the turnout action instruction, and the turnout position is converted into the turnout position of the train application.
In some implementations of the second aspect, the method further includes:
When the distance between the train and the local controller is smaller than or equal to a preset threshold, the train establishes communication connection with the local controller, wherein the preset threshold is larger than the minimum tracking distance corresponding to the highest perceived protection speed of the train and smaller than the signal perceived distance between the train and the local controller.
In some implementations of the second aspect, the control circuit drives the driving motor to operate according to a switch action instruction, including:
when the track circuit detects that the turnout track is unoccupied, the control circuit drives the driving motor to work according to the turnout action instruction.
In some implementations of the second aspect, the method further includes:
The local controller continuously transmits state information of the current turnout track to the train;
The control circuit continuously sends the state information of the current turnout track to the OC/CI so that the OC/CI can perform resource management or route control according to the state information of the current turnout track.
In some implementations of the second aspect, the method further includes:
when the train runs out of the turnout track, the train is disconnected from the communication connection with the local controller;
When the train breaks communication with the local controller and the track circuit detects that the switch track is unoccupied, the local controller stops controlling the switch system.
In some implementations of the second aspect, the communication connection of the train to the local controller is a UWB communication connection.
In the present disclosure, there is provided a switch system comprising: the control circuit is respectively connected with the driving motor, the local controller and the OC/CI, the driving motor is mechanically connected with the connecting rod, the connecting rod is mechanically connected with the executing mechanism, the executing mechanism is mechanically connected with the turnout rail, the control circuit is used for receiving the OC/CI or a turnout action instruction sent by the local controller and driving the driving motor to work according to the turnout action instruction, and the driving motor drives the executing mechanism through the connecting rod so that the turnout rail is in butt joint with a target rail corresponding to the turnout action instruction, and the turnout position is converted into the turnout position of the train application. Based on the turnout system, timeliness, safety and compatibility of turnout control can be improved, and the turnout system can be suitable for a train autonomous control system with higher requirements on line utilization rate, safety and system compatibility.
It should be understood that what is described in this summary is not intended to limit the critical or essential features of the embodiments of the disclosure nor to limit the scope of the disclosure. Other features of the present disclosure will become apparent from the following description.
Drawings
The above and other features, advantages and aspects of embodiments of the present disclosure will become more apparent by reference to the following detailed description when taken in conjunction with the accompanying drawings. For a better understanding of the present disclosure, and without limiting the disclosure thereto, the same or similar reference numerals denote the same or similar elements, wherein:
FIG. 1 is a block diagram of a conventional switch system;
FIG. 2 illustrates a block diagram of a switch system provided by an embodiment of the present disclosure;
FIG. 3 illustrates an application schematic of a switch system provided by an embodiment of the present disclosure;
FIG. 4 illustrates a block diagram of an actuator provided by an embodiment of the present disclosure;
fig. 5 shows a flowchart of a control method provided by an embodiment of the present disclosure.
Detailed Description
For the purposes of making the objects, technical solutions and advantages of the embodiments of the present disclosure more apparent, the technical solutions of the embodiments of the present disclosure will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present disclosure, and it is apparent that the described embodiments are some embodiments of the present disclosure, but not all embodiments. All other embodiments, which can be made by one of ordinary skill in the art based on the embodiments in this disclosure without inventive faculty, are intended to be within the scope of this disclosure.
In addition, the term "and/or" herein is merely an association relationship describing an association object, and means that three relationships may exist, for example, a and/or B may mean: a exists alone, A and B exist together, and B exists alone. In addition, the character "/" herein generally indicates that the front and rear associated objects are an "or" relationship.
Fig. 1 shows a block diagram of a conventional switch system, which may include, as shown in fig. 1: switch machines, tie rods, stock rails, switch rails, etc. The switch machine can drive the connecting rod to move to drive the switch rail to be attached to the stock rail, and the wheel set can enter a correct track only after rolling the switch rail when a train passes through the switch because of a certain transverse gap and a certain height difference between the stock rail and the switch rail, and the weak link of a traditional switch system is the weak link.
In view of this, the embodiment of the disclosure provides a switch system and a control method. Specifically, provided is an air compressor start control system, including: the control circuit is respectively connected with the driving motor, the local controller and the OC/CI, the driving motor is mechanically connected with the connecting rod, the connecting rod is mechanically connected with the executing mechanism, the executing mechanism is mechanically connected with the turnout rail, the control circuit is used for receiving the OC/CI or a turnout action instruction sent by the local controller and driving the driving motor to work according to the turnout action instruction, and the driving motor drives the executing mechanism through the connecting rod so that the turnout rail is in butt joint with a target rail corresponding to the turnout action instruction, and the turnout position is converted into the turnout position of the train application.
Based on the turnout system, the turnout position conversion can be realized through a rail butt joint mode, so that the running safety of the train is improved to a certain extent in the turnout weak link, the abrasion of the steel rail and the wheels caused by steering is reduced, meanwhile, the length of a turnout movable area is shortened (namely, the turnout can be operated after the train only needs to clear the movable area, and no safety risk is generated), the occupation time of the train to the turnout area is shortened, and the utilization rate of turnout resources is improved. Furthermore, the turnout system can be also suitable for a train autonomous control system with high requirements on the utilization rate, safety and system compatibility of the railway.
The switch system and the control method provided by the embodiments of the present disclosure are described in detail below with reference to the accompanying drawings.
Fig. 2 illustrates a block diagram of a switch system provided in an embodiment of the present disclosure, and as shown in fig. 2, the switch system may include: control circuit 110, driving motor 120, connecting rod 130, actuating mechanism 140, switch track 150.
The control circuit 110 is electrically connected to the driving motor 120, the local controller, and the OC/CI, the driving motor 120 is mechanically connected to the connecting rod 130, the connecting rod 130 is mechanically connected to the actuator 140, and the actuator 140 is mechanically connected to the switch track 150.
The control circuit 110 may be configured to receive switch action commands sent by the subject controller (Object Controller, OC)/computer interlock (Computer Interlocking, CI), or by the local controller, wherein the switch action commands are configured to convert switch positions to switch positions of the train application. And then drives the driving motor 120 to operate according to the switch action command.
The driving motor 120 drives the actuator 140 through the connecting rod 130 so that the switch track 150 is abutted with a target track corresponding to the switch action command, and the switch position is converted into the switch position of the train application.
Therefore, the switch position conversion can be realized through the rail butt joint mode, the running safety of the train is improved to a certain extent in the weak link of the switch, the abrasion of the steel rail and the wheels caused by steering is reduced, and meanwhile, the length of the movable area of the switch is shortened, so that the occupation time of the train to the switch area is shortened, and the utilization rate of switch resources and the passing safety of the train are improved.
Moreover, the turnout system can be compatible with the OC/CI and the local controller at the same time through the control circuit, so that a degradation mode train (a train which is not in communication connection with the OC/CI) of the train autonomous control system can autonomously control the turnout without influencing normal train operation, line resources are saved, system toughness and operation efficiency are improved, and meanwhile, in a line where the traditional control system and the train autonomous control system coexist, different trains can operate in a collinear manner.
In some embodiments, as shown in fig. 2, the connecting rod 130 and the actuator 140 may include a plurality of connecting rods 130 and the actuator 140 are mechanically connected in a one-to-one correspondence manner to form a plurality of channels, such as channel 1, channel 2, and channel 3. That is, the driving motor 120 may perform multi-channel driving to convert the switch position into the switch position of the train application for track interfacing.
In this way, not only is the unplanned downtime minimized, but also the train can still normally pass through the turnout area when a certain driving channel fails or routine maintenance is performed, thereby improving the reliability and usability of the turnout.
In some embodiments, as shown in fig. 2, switch track 150 may be deployed with track circuit 160.
The track circuit 160 may be configured to detect whether the switch track 150 is occupied, that is, detect the occupation condition of the switch area, and prohibit the driving motor 120 from operating when the switch track 150 is occupied, so as to ensure the switch track to be locked. When the fork track 150 is unoccupied, the drive motor 120 is allowed to operate.
That is, when the switch track 150 is occupied, particularly when a train exists, the switch track 150 is passively locked, and cannot be unlocked by itself, even if the control circuit receives a control instruction, the driving motor 120 cannot be driven according to the control instruction, so that the switch component can be prevented from being damaged, and the safety of passing the train can be further improved.
Fig. 3 shows an application schematic diagram of a switch system provided by an embodiment of the present disclosure, and an application scenario of the switch system provided by an embodiment of the present disclosure is described below with reference to fig. 3, where, as shown in fig. 3, a switch position of a train application is to dock a switch track with a track 2.
Therefore, when the track circuit 160 detects that the switch track 150 is unoccupied, the control circuit 110 may drive the driving motor 120 to operate according to the received switch operation command. The drive motor 120 is multi-channel driven to move the switch track 150 away from track 1 and into engagement with track 2, i.e., from the solid line position to the dashed line position to effect a switch position transition.
Fig. 4 shows a block diagram of an actuator provided by an embodiment of the present disclosure, and as shown in fig. 4, the actuator 140 includes two sub-mechanisms, which are respectively located directly below two sides of the switch track 150.
The driving motor 120 can drive the actuating mechanism 140 through the connecting rod 130, so that the sub-mechanism of the actuating mechanism adopts two-dimensional circular arc motion, moves from the currently located bottom slot to the bottom slot corresponding to the switch action instruction, specifically, lifts, i.e. unlocks, the sub-mechanism from the previously located bottom slot, then lowers the sub-mechanism into the bottom slot corresponding to the switch action instruction, locks again, and drives the switch track 150 to be in butt joint with the target track corresponding to the switch action instruction. As shown in fig. 4, the bottom groove is an arc groove, and the contact part of the sub-mechanism and the bottom groove is an arc bulge matched with the bottom groove.
It will be appreciated that since there is no significant upward force on the sub-mechanism of the actuator 140 and there is actually only downward pressure from the mass of the switch track 150, they cannot be unlocked if there is no abutment present, especially when the train is present (more downward pressure). Thus, when the track 150 is at rest and the sub-mechanism is locked in the slot, it cannot move in any other direction than by the upward force generated by the drive motor 120.
In this way, the actuator 140 not only greatly reduces the driving time of the switch position switch, but also avoids the intermediate state, i.e., unsafe state, passing during the switch, and eliminates the locking failure of the switch track.
Fig. 5 shows a flowchart of a control method according to an embodiment of the present disclosure, and as shown in fig. 5, a control method 500 may be applied to the switch system shown in fig. 2-4, including the following steps:
S510, when the train is in communication connection with the local controller, the local controller acquires the state information of the current turnout track.
In some embodiments, the train establishes a communication connection with the local controller when the distance of the train from the local controller is less than or equal to a preset threshold, wherein the preset threshold is greater than a minimum tracking distance corresponding to a highest perceived guard speed of the train and less than a signal perceived distance of the train from the local controller.
That is, for a train of the autonomous control system of the train, when the train is in the normal operating mode, the train communicates with the OC/CI, controlling the switch system, and the local controller is disabled. When the communication between the train and the OC/CI is disconnected and is in a degradation mode, the train runs autonomously under the protection of the vehicle-mounted sensing equipment, and when the distance from the train to the turnout area is within a certain range, the train establishes communication connection with the local controller, and the local controller acquires turnout control rights through the control circuit. At this time, the local controller can acquire the state information of the turnout track and operate the turnout track, and the OC/CI can only acquire the state information of the turnout track and cannot operate the turnout track.
Therefore, the establishment time of the communication connection between the train and the local controller can be thinned, and the safety of the train passing through the turnout area can be improved.
It should be noted that the local controller is similar to a logically simple, small trackside OC, but has only the functions of communicating, receiving/forwarding switch control information, and collecting/forwarding switch status information, and controls only a single switch system.
The communication mode between the local controller and the train is different from the LTE communication mode between the train and the OC, but an Ultra Wide Band (UWB) communication technology which has high transmission rate, strong anti-interference capability and low power consumption and is suitable for short-distance wireless communication is adopted to communicate with the train close to the turnout area (the train is additionally provided with UWB communication equipment), namely the communication connection between the train and the local controller is UWB communication connection. Thus, when the LTE communication of the train with the OC is interrupted, communication with the switch system can also be maintained through the communication connection with the local controller.
S520, the local controller determines the switch position of the train application according to switch position application information sent by the train, and determines the current switch position according to state information of the current switch track.
Specifically, when the train establishes communication connection with the local controller, the train immediately transmits switch position application information to the local controller. The local controller can analyze the switch position application information sent by the train to determine the switch position of the train application, and can analyze the state information of the current switch track to determine the current switch position.
And S530, when the switch position of the train application is consistent with the current switch position, the local controller does not send a switch action instruction to the control circuit.
S540, when the switch position of the train application is inconsistent with the current switch position, the local controller sends a switch action instruction to the control circuit.
S550, the control circuit drives the driving motor to work according to the turnout action instruction, and the driving motor drives the executing mechanism through the connecting rod so as to enable the turnout track to be in butt joint with the target track corresponding to the turnout action instruction, and the turnout position is converted into the turnout position of the train application.
Specifically, when the track circuit detects that the turnout track is unoccupied, the control circuit can drive the driving motor to work according to the turnout action instruction.
That is, only when the turnout track is unoccupied, the control circuit can drive the driving motor to work according to the turnout action instruction, so that the turnout position conversion is realized, and the passing safety of the train is further improved.
According to the embodiment of the disclosure, the switch position conversion can be realized through the rail butt joint mode, so that the running safety of the train is improved to a certain extent in the weak link of the switch, the abrasion of the steel rail and the wheels caused by steering is reduced, meanwhile, the length of the movable area of the switch is shortened, the occupation time of the train to the switch area is shortened, and the utilization rate of switch resources and the passing safety of the train are improved.
In addition, the degradation mode train of the train autonomous control system can autonomously control the turnout without affecting the normal train operation, so that the line resources are saved, and the system toughness and the operation efficiency are improved.
In some embodiments, the local controller continuously transmits status information of the current switch track to the train for corresponding logic processing by the train during communication with the local controller.
Meanwhile, the control circuit continuously sends the state information of the current turnout track to the OC/CI, so that the OC/CI can perform resource management or route control according to the state information of the current turnout track, and only one input is added without changing the internal logic of the OC/CI, thereby improving the utilization rate of the OC/CI.
For example, when the switch position of the train application is consistent with the current switch position, if the control circuit is externally connected with the OC, the control circuit continuously sends switch position information (positioning/inversion) and a shared lock state to the OC; if the control circuit is externally connected with the CI, the control circuit continuously sends the switch position information and the locking state to the CI.
When the switch position of the train application is inconsistent with the current switch position, if the external connection is OC, the control circuit receives an operation instruction, performs switch position conversion and simultaneously sends switch position information (unknown) and an exclusive lock state to the OC, and continuously sends switch position information (positioning/inversion) to the OC after the switch position conversion is finished and keeps the exclusive lock state; if the external connection is CI, the control circuit receives the operation instruction and then carries out switch position conversion and simultaneously sends switch position information (unknown) and an unlocking state to the CI, and after the switch position conversion is finished, the control circuit continuously sends switch position information (positioning/inversion) and a locking state to the CI.
In some embodiments, when a train exits a turnout track, the train may disconnect the communication with the local controller, and further when the train disconnects the communication with the local controller and the track circuit detects that the turnout track is unoccupied, the local controller stops controlling the turnout system, i.e., releases turnout control, so as not to affect subsequent other trains passing through the turnout area.
The control method provided by the present disclosure is described in detail below with reference to a specific embodiment, and is specifically as follows:
When the switch system is located on a retrofit line (retrofit from a conventional rail transit line to a train autonomous control system line). The control circuit is externally connected with an OC/CI of a traditional control system on one hand and is connected with a local controller of a train autonomous control system on the other hand.
When the train of the train autonomous control system runs in a mixed mode with the train of the traditional control system, the train of the train autonomous control system is considered as a degraded mode train by the traditional control system when communication connection does not exist between the train of the train autonomous control system and the OC/CI, and the safety of the traditional control system is not affected. Meanwhile, the train of the train autonomous control system can be subjected to path locking and calculation mobile authorization by the vehicle-mounted equipment, and the perception system based on the train autonomous control system can still operate normally under the speed limit.
When the switch is about to pass, the switch position application information is sent through communication connection with the local controller. At this time, the local controller takes over the switch control right through the control circuit to control the switch position conversion, during which the control circuit returns the state information of the switch track to the OC/CI of the traditional control system, and the OC/CI can only acquire the state information and cannot control the switch track until the train of the train autonomous control system clears the switch area and is disconnected from communication connection with the local controller, and then the local controller releases the switch control right.
Therefore, the switch can be controlled independently while the normal train operation is not influenced by the degraded mode train of the train autonomous control system, the line resources are saved, the system toughness and the operation efficiency are improved, and meanwhile, different trains can operate in a collinear manner in a line where the traditional control system and the train autonomous control system coexist.
It should be noted that, for simplicity of description, the foregoing method embodiments are all described as a series of acts, but it should be understood by those skilled in the art that the present disclosure is not limited by the order of acts described, as some steps may be performed in other orders or concurrently in accordance with the present disclosure. Further, those skilled in the art will also appreciate that the embodiments described in the specification are all alternative embodiments, and that the acts and modules referred to are not necessarily required by the present disclosure.
It should be appreciated that various forms of the flows shown above may be used to reorder, add, or delete steps. For example, the steps recited in the present disclosure may be performed in parallel or sequentially or in a different order, provided that the desired results of the technical solutions of the present disclosure are achieved, and are not limited herein.
The above detailed description should not be taken as limiting the scope of the present disclosure. It will be apparent to those skilled in the art that various modifications, combinations, sub-combinations and alternatives are possible, depending on design requirements and other factors. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present disclosure are intended to be included within the scope of the present disclosure.
Claims (8)
1. A switch system, the system comprising:
The device comprises a control circuit, a driving motor, a connecting rod, an actuating mechanism and a turnout track;
The control circuit is respectively and electrically connected with the driving motor, the local controller and the OC/CI, the driving motor is mechanically connected with the connecting rod, the connecting rod is mechanically connected with the executing mechanism, and the executing mechanism is mechanically connected with the turnout track;
The control circuit is used for receiving the OC/CI or a turnout action instruction sent by the local controller and driving the driving motor to work according to the turnout action instruction; the driving motor drives the executing mechanism through the connecting rod so as to enable the turnout track to be in butt joint with a target track corresponding to the turnout action instruction, and the turnout position is converted into a turnout position of a train application;
the connecting rods and the executing mechanisms are respectively and mechanically connected with the executing mechanisms in a one-to-one correspondence manner;
the actuating mechanism comprises two sub-mechanisms which are respectively positioned right below two sides of the turnout track;
The driving motor drives the actuating mechanism through the connecting rod so that a sub-mechanism of the actuating mechanism adopts two-dimensional circular arc motion, and moves from a bottom groove where the actuating mechanism is currently located to a bottom groove corresponding to the turnout action instruction, specifically, the sub-mechanism is lifted from the bottom groove where the actuating mechanism is currently located, namely unlocked, then lowered into the bottom groove corresponding to the turnout action instruction, and locked again to drive the turnout track to butt against a target track corresponding to the turnout action instruction, wherein the bottom groove is a circular arc groove, and the contact part of the sub-mechanism and the bottom groove is a circular arc protrusion matched with the bottom groove;
When the turnout track is in a static state, the sub-mechanism is locked in the bottom groove and cannot move in any direction except for generating upward force through the driving motor.
2. The system of claim 1, wherein the switch track is deployed with a track circuit for detecting whether the switch track is occupied, and wherein the drive motor is disabled when the switch track is occupied.
3. A control method applied to a switch system as claimed in any one of claims 1-2, characterized in that the method comprises:
when a train is in communication connection with a local controller, the local controller acquires state information of a current turnout track;
The local controller determines the switch position of the train according to switch position application information sent by the train and determines the current switch position according to state information of the current switch track;
When the switch position of the train application is consistent with the current switch position, the local controller does not send a switch action instruction to a control circuit;
when the switch position of the train application is inconsistent with the current switch position, the local controller sends a switch action instruction to a control circuit;
The control circuit drives the driving motor to work according to the turnout action instruction; the driving motor drives the actuating mechanism through the connecting rod, so that the turnout track is in butt joint with a target track corresponding to the turnout action instruction, and the turnout position is converted into the turnout position of the train application.
4. A method according to claim 3, characterized in that the method further comprises:
When the distance between the train and the local controller is smaller than or equal to a preset threshold, the train establishes communication connection with the local controller, wherein the preset threshold is larger than the minimum tracking distance corresponding to the highest perceived protection speed of the train and smaller than the signal perceived distance between the train and the local controller.
5. A method according to claim 3, wherein said control circuit drives the drive motor to operate in response to said switch actuation command, comprising:
when the track circuit detects that the turnout track is not occupied, the control circuit drives the driving motor to work according to the turnout action instruction.
6. A method according to claim 3, characterized in that the method further comprises:
The local controller continuously sends state information of the current turnout track to the train;
The control circuit continuously sends the state information of the current turnout track to the OC/CI so that the OC/CI can perform resource management or route control according to the state information of the current turnout track.
7. A method according to claim 3, characterized in that the method further comprises:
When the train runs out of the turnout track, the train is disconnected from communication with the local controller;
And when the train is disconnected from communication with the local controller and the track circuit detects that the turnout track is unoccupied, the local controller stops controlling the turnout system.
8. The method of any one of claims 3-7, wherein the communication connection of the train to the local controller is a UWB communication connection.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111642342.XA CN114212120B (en) | 2021-12-29 | 2021-12-29 | Switch system and control method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111642342.XA CN114212120B (en) | 2021-12-29 | 2021-12-29 | Switch system and control method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114212120A CN114212120A (en) | 2022-03-22 |
| CN114212120B true CN114212120B (en) | 2024-04-23 |
Family
ID=80706806
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111642342.XA Active CN114212120B (en) | 2021-12-29 | 2021-12-29 | Switch system and control method |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114212120B (en) |
Citations (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1077860A1 (en) * | 1998-04-24 | 2001-02-28 | Claverham Limited | Railway switch actuator |
| CN1349463A (en) * | 1999-05-06 | 2002-05-15 | 杰维斯·B·韦布国际公司 | Conveyor system switch using tubular linear induction motor |
| JP2010221940A (en) * | 2009-03-25 | 2010-10-07 | East Japan Railway Co | Connection mechanism of point |
| DE102013009116A1 (en) * | 2012-06-13 | 2013-12-19 | Rainer Wolber | Switch drive for railroad track in tunnel constructions site, has drive motor, adjusting force confinement clutch and gear boxes extended to be stored independently of actuating rod in housing and without removing actuator rod |
| CN203974853U (en) * | 2014-05-31 | 2014-12-03 | 中煤张家口煤矿机械有限责任公司 | The railway points system of electromagnetic power transport systems |
| GB2516707A (en) * | 2013-12-20 | 2015-02-04 | Univ Loughborough | Railway points operating apparatus |
| CN106394611A (en) * | 2016-08-31 | 2017-02-15 | 交控科技股份有限公司 | Control method and device and controller of turnout |
| CN111071296A (en) * | 2020-02-25 | 2020-04-28 | 唐山亿铭智行能源科技发展有限公司 | Single-track turnout rail-changing system |
| CN213008147U (en) * | 2020-08-10 | 2021-04-20 | 山东新沙单轨运输装备有限公司 | Rotary turnout |
| CN112706799A (en) * | 2021-01-08 | 2021-04-27 | 重庆华渝重工机电有限公司 | Variable cross-section straddle type monorail turnout |
| CN113152162A (en) * | 2021-03-16 | 2021-07-23 | 中国铁建重工集团股份有限公司 | Track switch and control method thereof |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US11772692B2 (en) * | 2018-11-30 | 2023-10-03 | Westinghouse Air Brake Technologies Corporation | Method and apparatus for vehicle-based switch locking in a rail network |
| CN109835368B (en) * | 2019-02-25 | 2020-08-25 | 太原理工大学 | Switch device for monorail hoist |
-
2021
- 2021-12-29 CN CN202111642342.XA patent/CN114212120B/en active Active
Patent Citations (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1077860A1 (en) * | 1998-04-24 | 2001-02-28 | Claverham Limited | Railway switch actuator |
| CN1349463A (en) * | 1999-05-06 | 2002-05-15 | 杰维斯·B·韦布国际公司 | Conveyor system switch using tubular linear induction motor |
| JP2010221940A (en) * | 2009-03-25 | 2010-10-07 | East Japan Railway Co | Connection mechanism of point |
| DE102013009116A1 (en) * | 2012-06-13 | 2013-12-19 | Rainer Wolber | Switch drive for railroad track in tunnel constructions site, has drive motor, adjusting force confinement clutch and gear boxes extended to be stored independently of actuating rod in housing and without removing actuator rod |
| GB2516707A (en) * | 2013-12-20 | 2015-02-04 | Univ Loughborough | Railway points operating apparatus |
| CN203974853U (en) * | 2014-05-31 | 2014-12-03 | 中煤张家口煤矿机械有限责任公司 | The railway points system of electromagnetic power transport systems |
| CN106394611A (en) * | 2016-08-31 | 2017-02-15 | 交控科技股份有限公司 | Control method and device and controller of turnout |
| CN111071296A (en) * | 2020-02-25 | 2020-04-28 | 唐山亿铭智行能源科技发展有限公司 | Single-track turnout rail-changing system |
| CN213008147U (en) * | 2020-08-10 | 2021-04-20 | 山东新沙单轨运输装备有限公司 | Rotary turnout |
| CN112706799A (en) * | 2021-01-08 | 2021-04-27 | 重庆华渝重工机电有限公司 | Variable cross-section straddle type monorail turnout |
| CN113152162A (en) * | 2021-03-16 | 2021-07-23 | 中国铁建重工集团股份有限公司 | Track switch and control method thereof |
Non-Patent Citations (1)
| Title |
|---|
| SC350复式交分道岔心轨表示的优化改进;赵永根;《铁道通信信号》;20190930;第55卷(第9期);第17-19页 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN114212120A (en) | 2022-03-22 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN111923931B (en) | Train dynamic grouping and compiling method and system based on ad hoc network | |
| CN106564517B (en) | A kind of hot backup redundancy signal system of system-level isomery | |
| CN105035126B (en) | A kind of mobile unit and train communication system | |
| CN105235714B (en) | A kind of unpiloted goods transport systems and way of transportation | |
| CN109625027B (en) | Train group operation organization and operation control system | |
| CN112406959B (en) | Train operation control mode switching method suitable for flexible marshalling | |
| EP3779112A1 (en) | Train door and platform door joint control method and system applied to high speed rail | |
| CN111845369A (en) | Operation control system and method based on magnetic suspension train | |
| CN103763679B (en) | Track traffic operation control and train-ground wireless communication integrated system and method | |
| CN109050539B (en) | Platform door linkage control system | |
| CN102248958A (en) | Railway train safety monitoring processing method based on radio block center (RBC) | |
| WO2022077966A1 (en) | Train group control method and system based on ad-hoc network | |
| CN109693691A (en) | Magnetic-levitation train partition running control system and control method | |
| JP3243049B2 (en) | Train operation control device | |
| CN112550379B (en) | Moving block train operation control method based on section direction control | |
| CN106627676B (en) | A kind of dynamic allocation method of the resources control of zone controller | |
| CN112590872A (en) | Train running direction control system and method for bidirectional line section | |
| EP4098513A1 (en) | System and method for controlling multiple trains on basis of vehicle-to-vehicle communication | |
| CN113022654A (en) | Implementation method of multi-mode train control system based on trackside platform fusion | |
| CN102951186A (en) | Method for computing signaler trans-voltage command | |
| CN114212120B (en) | Switch system and control method | |
| JP6091385B2 (en) | Train radio system | |
| CN114261433A (en) | Multifunctional resource target controller | |
| CN103179131A (en) | Communication method, device and system for train control | |
| CN114615644A (en) | Vehicle-ground bidirectional communication system and method for wireless communication |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |