CN116654060A - Mountain track traffic train control system - Google Patents
Mountain track traffic train control system Download PDFInfo
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- CN116654060A CN116654060A CN202310791524.6A CN202310791524A CN116654060A CN 116654060 A CN116654060 A CN 116654060A CN 202310791524 A CN202310791524 A CN 202310791524A CN 116654060 A CN116654060 A CN 116654060A
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L19/00—Arrangements for interlocking between points and signals by means of a single interlocking device, e.g. central control
- B61L19/06—Interlocking devices having electrical operation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
- B61L23/14—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/70—Details of trackside communication
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02P—CLIMATE CHANGE MITIGATION TECHNOLOGIES IN THE PRODUCTION OR PROCESSING OF GOODS
- Y02P90/00—Enabling technologies with a potential contribution to greenhouse gas [GHG] emissions mitigation
- Y02P90/02—Total factory control, e.g. smart factories, flexible manufacturing systems [FMS] or integrated manufacturing systems [IMS]
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The embodiment of the application provides a mountain track traffic train control system, which comprises: the system comprises a control center, vehicle-mounted equipment, trackside equipment, a non-equipment centralized station and an equipment centralized station; the control center comprises a signal equipment room and a central control room, wherein a train control system (LCS) device, a train automatic monitoring (ATS) device and a wireless core network device are arranged in the signal equipment room; the vehicle-mounted equipment comprises vehicle-mounted train automatic protection ATP equipment, vehicle-mounted train automatic operation ATO equipment and autonomous sensing equipment, wherein the autonomous sensing equipment is used for judging gear tooth switching time so as to realize automatic gear tooth switching; the non-equipment centralized station comprises a first vehicle station control room and first outdoor equipment; the equipment centralized station comprises a power supply room, a second vehicle station control room, an equipment room and second outdoor equipment, wherein the equipment room is provided with an all-electronic interlocking module cabinet, a shaft counting main machine cabinet and a centralized monitoring cabinet; the non-equipment centralized station is controlled by the equipment centralized station.
Description
Technical Field
The application relates to the technical field of rail transit, in particular to a rail transit train control system.
Background
The mountain track traffic is a low-traffic track traffic system which is located in mountain environments, mainly serves the inside of tourist attractions, between scenic spots and along main towns and passenger flows, and can meet the large gradient.
The traditional urban wheel-rail track traffic generally uses a mature communication-based automatic train control (Communication Based Train Control, CBCT) system, but the CBCT system cannot be completely matched with the control requirements of the mountain track traffic train, particularly the slope of a toothed rail section is large, the equipment installation and maintenance difficulties are large, and the mountain track traffic construction needs to be responded urgently, so that a coordinated and applicable mountain track traffic train control system is provided.
Disclosure of Invention
Aiming at the problems existing in the related art, the embodiment of the application provides a mountain track traffic train control system.
The embodiment of the application provides a mountain track traffic train control system, which comprises:
the system comprises a control center, vehicle-mounted equipment, trackside equipment, a non-equipment centralized station and an equipment centralized station;
the control center comprises a signal equipment room and a central control room, wherein a train control system (LCS) device, a train automatic monitoring (ATS) device and a wireless core network device are arranged in the signal equipment room;
the vehicle-mounted equipment comprises vehicle-mounted train automatic protection ATP equipment, vehicle-mounted train automatic operation ATO equipment and autonomous sensing equipment, wherein the autonomous sensing equipment is used for judging gear tooth switching time so as to realize automatic gear tooth switching;
the non-equipment centralized station comprises a first vehicle station control room and first outdoor equipment;
the equipment centralized station comprises a power supply room, a second vehicle station control room, an equipment room and second outdoor equipment, wherein the equipment room is provided with an all-electronic interlocking module cabinet, a shaft counting main machine cabinet and a centralized monitoring cabinet;
the non-equipment centralized station is controlled by the equipment centralized station.
In some embodiments, the vehicle-mounted device further comprises a transponder antenna and a transponder transmission module BTM, the trackside device comprises a transponder, the transponder antenna is mounted on one side of the vehicle body, and the transponder is arranged on one side of a line corresponding to the transponder antenna.
In some embodiments, the BTM is used for positioning calibration of the train, and the section attribute where the train is located is marked as a track adhesion section, a rack section, or a switching section by an electronic map stored in the on-board ATP device.
In some embodiments, the trackside apparatus further includes a gear tooth switching annunciator disposed at the switch of the track adhesion section and the rack section;
the LCS equipment is used for outputting a driving command of the gear tooth switching annunciator and extracting the lighting state of the gear tooth switching annunciator, and the driving command is sent to the gear tooth switching annunciator through an all-electronic interlocking module in the all-electronic interlocking module cabinet.
In some embodiments, the ATP device is configured to send positioning information of a train to the LCS device and receive movement authorization information sent by the LCS device, so as to implement train protection; the ATO device interacts with the ATP device to effect train operation.
In some embodiments, the LCS device is configured to obtain positioning information of the train, send a gear tooth switching command to the train when the train arrives at the switching section, and write speed limit information to the movement authorization information.
In some embodiments, the ATP device is further configured to downgrade the train to a first limited manual RM mode in the event of a wireless communication outage, protecting the train from operation at a first fixed speed limit.
In some embodiments, during long intervals with rapid upgrade requirements, the train is manually set to a second RM mode, protecting the train from operating at a second fixed speed limit that is greater than the first fixed speed limit.
In some embodiments, the ATP device is further configured to control the train to automatically switch gear teeth in combination with the message information of the trackside device and the stored electronic map information.
In some embodiments, the autonomous sensing device is configured to determine the gear tooth switching timing based on detection of an obstacle to a train entry road section and/or a gear tooth switching signal if the train does not establish a positioning or the ATP device fails.
The mountain track traffic train control system provided by the embodiment of the application simplifies the track side equipment and centralized indoor equipment, simplifies the system architecture by utilizing the all-electronic interlocking module cabinet and LCS integrated equipment, and reduces the difficulty and cost of mountain line construction and maintenance.
Drawings
In order to more clearly illustrate the application or the technical solutions of the prior art, the following description will briefly explain the drawings used in the embodiments or the description of the prior art, and it is obvious that the drawings in the following description are some embodiments of the application, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic diagram of an architecture of a mountain rail transit train control system provided by an embodiment of the present application;
FIG. 2 is a schematic diagram of a trackside transponder and vehicle-mounted antenna arrangement provided by an embodiment of the present application;
FIG. 3 is a schematic diagram of a gear tooth switching annunciator arrangement provided by an embodiment of the present application;
FIG. 4 is a schematic diagram of a control center according to an embodiment of the present application;
fig. 5 is a schematic architecture diagram of a vehicle-mounted device according to an embodiment of the present application;
fig. 6 is a schematic diagram of a non-device hub station and a device hub station architecture according to an embodiment of the present application.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the present application more apparent, the technical solutions of the present application will be clearly and completely described below with reference to the accompanying drawings, and it is apparent that the described embodiments are some embodiments of the present application, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
The mountain track traffic train is one track traffic means with adhered wheel and rail and meshed toothed track to drive the vehicle effectively, and the toothed track is one with idle steel wheel and meshed toothed track, and the train has driving mode switched as required. The highest running speed of the mountain rail transit train is not more than 120km/h, and the mountain rail transit train can take larger terrain height difference in short distance, and greatly shortens the line length.
In mountain land environment, compared with traditional highway traffic and traditional urban wheel-rail track traffic, the mountain land track traffic has the advantages of strong climbing capacity, small occupied area, strong transportation capacity and the like; and the line construction can flexibly adapt to relief fluctuation, reduce tunnel excavation, and is beneficial to the protection of mountain ecological environment and the like.
The mountain track traffic system has unique advantages as an excellent choice for mountain construction railways and tourism track traffic. However, the CBCT system currently used in urban wheel-rail track traffic is not fully matched with the control requirements of mountain track traffic trains, and the concrete analysis is as follows:
(1) compared with urban rail transit, the mountain rail transit is in a mountain environment, particularly the slope of a toothed rail section is large, and equipment installation and maintenance difficulty is high, so that the equipment constitution of a CBTC train control system is required to be simplified, and the maintenance cost is reduced.
(2) The rack is paved at the center of the train line of the rack track section, the rack driving device is arranged at the center of the rack track train frame, the CBCT train control system is provided with a ground beacon at the center of the train line, and the beacon reading device is arranged at the center of the train frame, so that the CBCT train control system is not suitable for the rack track.
(3) The train control system needs to control the train to automatically switch the traction mode to realize the non-stop passing of the adhesion road section and the toothed rail road section, and the CBCT train control system does not support the function; in the related art, a beacon and a signpost beside a track are arranged in a gear tooth conversion mode, the train automatically completes the gear tooth mode switching by reading the beacon, or a driver manually completes the gear tooth mode switching by looking at the signpost.
(4) In order to exert the climbing advantage and sightseeing benefit of the rack track, the rack track is mostly in the open-air environment of mountain land, and compared with urban rail transit closed tunnels, elevated frames and the like, the mountain land rack track faces the risk of mountain land falling rocks to invade limit, and the CBCT system cannot protect the risk.
(5) The distance between the rail transit line stations in the mountain area is large, the speed of re-upgrading the train after the section is degraded is low, and the CBCT system realizes the rapid upgrading of long and large sections by adding section beacons, annunciators and the like, but does not meet the requirements of simplifying outdoor equipment in the mountain area route.
Aiming at the problems existing in the related art, the embodiment of the application provides a mountain track traffic train control system, which is used for modifying the architecture and the functions on the basis of a CBCT system so as to match the mountain track traffic train control requirements.
Fig. 1 is a schematic architecture diagram of a mountain rail transit train control system according to an embodiment of the present application, where, as shown in fig. 1, the system at least includes:
a control center 101, an in-vehicle device 102, a trackside device 103, a non-device concentration station 104, and a device concentration station 105.
The control center 101 includes a signal equipment room 1011 and a central control room 1012. Optionally, a train control system (Line Control System, LCS) device, a train automatic monitoring system (Automatic Train Supervision, ATS) device, a wireless core network device, and the like are provided in the signal device room 1011. Optionally, the central control room 1012 is provided with a dispatch workstation, a control center large screen, and the like. The LCS device may control the entire mountain rail transit train. Optionally, the control center 101 further comprises a maintenance center.
The vehicle-mounted device 102 comprises a train automatic protection (Automatic Train Protection, ATP) device 1021, a train automatic operation (Automatic Train Operation, ATO) 1022 device and an autonomous sensing device 1023, wherein the autonomous sensing device 1023 is added on the basis of the existing CBCT system. Optionally, autonomous sensing device 1023 includes an autonomous sensing platform, a sensor module, and the like. Autonomous sensing device 1023 is configured to determine a gear tooth switching timing to implement automatic gear tooth switching. Optionally, the autonomous sensing device is used for assisting in judging the gear tooth switching time under the condition that the train positioning information cannot be acquired, so as to realize automatic gear tooth switching.
Optionally, the trackside equipment 103 includes transponders, annunciators, switches, axle gauges, wireless equipment, emergency buttons, and the like.
Wherein the non-equipment centralized station 104 comprises a first station control room 1041 and a first outdoor equipment 1042.
The equipment concentrating station 105 includes, among other things, a power supply room 1051, a second station control room 1052, an equipment room 1053, and a second outdoor equipment 1054. Optionally, the equipment room 1053 is provided with an all-electronic interlocking module cabinet, a metering mainframe cabinet, a centralized monitoring cabinet, and the like. The equipment concentrating station 105, while comprising a second outdoor equipment 1054, is primarily used to concentrate indoor equipment to suit the construction and maintenance features of mountain rail traffic. The full-electronic interlocking module cabinet mainly comprises full-electronic interlocking modules and has the advantages of compact equipment, small volume, low energy consumption, simple and convenient construction, complete monitoring function, fault indication in place, hot plugging of fault modules, less field maintenance and the like.
Alternatively, the non-equipment concentrating station 104 is not provided with indoor signal equipment, the indoor signal equipment is centrally provided in the equipment concentrating station 105, and the non-equipment concentrating station 104 is controlled by the equipment concentrating station 105.
The mountain track traffic train control system provided by the embodiment of the application simplifies the track side equipment and centralized indoor equipment, simplifies the system architecture by utilizing the all-electronic interlocking module cabinet and LCS integrated equipment, and reduces the difficulty and cost of mountain line construction and maintenance.
In some embodiments, the in-vehicle device 102 further includes a transponder antenna mounted to a side of the vehicle body and a transponder transmission module (Balise Transmission Module, BTM), and the trackside device 103 includes a transponder disposed on a side of the line corresponding to the transponder antenna.
In particular, the transponder antenna is a BTM antenna. Fig. 2 is a schematic diagram of arrangement of a trackside transponder and a vehicle-mounted antenna provided by the embodiment of the application, as shown in fig. 2, a miniaturized and light trackside transponder is selected and biased to one side of a line, the vehicle-mounted transponder antenna is correspondingly arranged on one side of a vehicle body, the installation positions of the trackside beacon and the vehicle-mounted antenna are reasonably planned, the characteristics of mountain tracks are attached, and the positions of racks and gears are avoided, so that the installation requirements of the trackside beacon and the vehicle-mounted transponder antenna on a toothed track section are met.
The mountain rail transit train control system provided by the embodiment of the application optimizes the selection and installation positions of the trackside beacons and the vehicle-mounted antennas, and is attached to the characteristics of mountain toothed rail lines and trains.
In some embodiments, the BTM is used for positioning calibration of the train, and the section attribute where the train is located is marked as a track adhesion section, a rack section, or a switching section by an electronic map stored in the on-board ATP device.
Specifically, the train can read information stored in the passive beacons beside the track through the BTM antenna, establish self-positioning after comparing electronic map information, continuously position according to the speed sensor and the radar speed measurement in the running process, and position and calibrate according to the read passive beacons. The ATP equipment stores an electronic map, and the electronic map can be marked with line attributes as a wheel track adhesion section, a toothed track section and a switching section, and gradient information, speed limit information and the like of each section can be marked together.
In some embodiments, the trackside apparatus 103 further includes a gear tooth switching annunciator disposed at the switch of the track adhesion section and the rack section;
the LCS equipment is used for outputting a driving command of the gear tooth switching annunciator, extracting the lighting state of the gear tooth switching annunciator, and sending the driving command to the gear tooth switching annunciator through an all-electronic interlocking module in the all-electronic interlocking module cabinet.
Specifically, fig. 3 is a schematic diagram of an arrangement of a gear tooth switching annunciator provided in an embodiment of the present application, and as shown in fig. 3, the trackside apparatus 103 may further include a gear tooth switching annunciator disposed at a switching position of a wheel track adhesion section and a gear section, or at a boundary of the illustrated switching section, including a tooth in position and a tooth out position.
The LCS device outputs a driving command, the driving command is output to the gear tooth switching annunciator through the all-electronic interlocking module set by the device centralized station 105, the actual lighting state of the gear tooth switching annunciator is extracted, and the LCS device monitors the lighting state in real time.
Optionally, the lighting state of the gear tooth switching annunciator needs to be distinguished from the lighting state of the annunciator of the protecting train route, the lighting state of the annunciator of the protecting train route is red (forbidden signal), red-yellow (guiding signal), yellow (allowing signal, lateral direction through turnout) and green (allowing signal), the lighting state of the gear tooth switching annunciator can be set to be double yellow to indicate that the front part enters the gear tooth switching road section, and the lighting state can be adjusted according to engineering requirements.
According to the mountain rail transit train control system provided by the embodiment of the application, the gear tooth switching annunciator is arranged at the switching position of the gear track adhesion section and the gear track section, and the LCS equipment is used for driving the lighting states of the gear tooth switching annunciator and the stoping gear tooth switching annunciator, so that the gear tooth switching requirement can be monitored in trial.
In some embodiments, the ATP device is configured to send positioning information of a train to the LCS device and receive mobile authorization information sent by the LCS device, so as to implement train protection; the ATO device interacts with the ATP device to effect train operation.
Specifically, the in-vehicle apparatus 102 includes an in-vehicle ATP apparatus and an in-vehicle ATO apparatus. The ATP facility oversees the train to run at a safe speed, ensuring that the brake is applied immediately once the train exceeds a prescribed speed. ATO equipment is equipment for controlling the automatic operation of a train, and under the protection of an ATP system, the automatic driving, the automatic speed adjustment and the train door control of the train operation are realized according to related instructions.
The interaction between the vehicle-mounted ATP equipment and the LCS equipment to realize train protection can be specifically as follows: the vehicle-mounted ATP equipment sends self-positioning information to the ground LCS equipment through wireless transmission, and the LCS area controller unit calculates movement authorization for the train corresponding to the vehicle-mounted ATP equipment according to the trackside equipment interlocking information, the on-line position information of each train, the line electronic map information and the like and sends the movement authorization to the vehicle-mounted ATP equipment in real time through wireless transmission. The vehicle-mounted ATP equipment generates a train speed curve in real time according to the stored line electronic map information, the mobile authorization information of the LCS equipment area controller, the train parameter information and the like, and the train is protected from running.
The vehicle-mounted ATO equipment interacts with the vehicle-mounted ATP equipment to realize train operation, which can be specifically as follows: the vehicle-mounted ATO equipment realizes automatic cruising, traction, braking, accurate stopping of a platform and the like of the train according to information such as a train speed curve produced by the vehicle-mounted ATP equipment.
The mountain track traffic train control system provided by the embodiment of the application is provided with train autonomous sensing equipment: the vehicle-mounted ATP equipment and the vehicle-mounted ATO equipment are used for protecting mountain falling rocks and limit invasion risks facing mountain toothed rail sections and controlling automatic train operation.
In some embodiments, the LCS device is configured to obtain positioning information for the train, send a gear tooth switch command to the train when the train arrives at the switch zone, and write speed limit information to the movement authorization information.
Specifically, when the wireless communication is normal, the train sends positioning information to the LCS area controller unit in real time, the LCS area controller unit sends a gear tooth switching command to the train when the train reaches the gear tooth switching section, writes speed limit information (the strictest value of the first fixed speed limit and the second fixed speed limit) into movement authorization information to be issued to the train, and the train is protected to run according to the speed limit information by forwarding the gear tooth switching command to the train control and management system (Train Control and Management System, TCMS) through the vehicle-mounted ATP.
Alternatively, the speed limit information includes a first fixed speed limit and a second fixed speed limit, and may be the most stringent value of the first fixed speed limit and the second fixed speed limit. The first fixed speed limit is a general speed limit, and the second fixed speed limit is a speed limit which is different from the first fixed speed limit and is set according to the running requirement of a specific road section.
The mountain track traffic train control system provided by the embodiment of the application utilizes LCS equipment to issue movement authorization information for the train under the condition of normal communication, and controls gear tooth switching when the train reaches a gear tooth switching section.
The mountain rail transit train control system provided by the embodiment of the application configures BTM equipment for the train, and realizes the positioning calibration and the line attribute marking of the train.
In some embodiments, in the event of a wireless communication outage, the ATP device is further configured to downgrade the train to a first limited manual Mode (RM) Mode, protecting the train from operation at a first fixed speed limit.
In some embodiments, during long intervals with rapid upgrade requirements, the train is manually set to a second RM mode, the guard train operating at a second fixed speed limit that is greater than the first fixed speed limit.
Specifically, after the wireless communication is interrupted, the train cannot receive the movement authorization information of the LCS area controller unit, and the ATP device automatically degrades the train to a first RM mode, which refers to a normal manual driving limiting mode, and the vehicle-mounted ATP only protects the train from running under a first fixed speed limit.
Considering the speed limit of a turnout in a vehicle section, the first fixed speed limit of an RM mode is generally set to 25km/h, but the train has a rapid upgrading requirement after being degraded in a long and large section, so that the embodiment of the application is provided with a second RM mode or a high-speed RM mode, the first fixed speed limit of the degraded train is improved, for example, to 45km/h (configurable), which is called as a second fixed speed limit, a driver can switch from the RM mode to the high-speed RM mode through a console button, and the manual driving train operates under the second fixed speed limit of the high-speed RM, so that the train can be positioned and upgraded as soon as possible.
The high-speed RM mode can improve the ceiling speed limit of the degraded train in the positive line interval, so that the train is positioned as soon as possible, and the influence of faults is reduced.
According to the mountain rail transit train control system provided by the embodiment of the application, under the condition of wireless communication interruption, the train is degraded to a first RM mode, the train is controlled to run under a first fixed speed limit, and is supported to be manually switched to a second RM mode in a long and large section, and the train is controlled to run under a second fixed speed limit higher than the first fixed speed limit, so that the quick upgrading requirement of the train in the long and large section is met.
In some embodiments, the ATP device is further configured to control the train to automatically switch gears in combination with the message information of the trackside device and the stored electronic map information.
Specifically, referring to fig. 3, after the RM mode/high speed RM mode train establishes its own positioning, the ATP device may determine the time for entering the gear tooth switching section by combining the message information of the track side device (specifically, the track side beacon), the electronic map information stored by the ATP, and the speed and distance measurement information, send the gear tooth switching command to the vehicle TCMS, and operate according to the electronic map toothed rail section, the wheel rail (adhesion) section, and the switching section first fixed speed limit protection train.
The mountain track traffic train control system provided by the embodiment of the application has the advantages that the wireless communication of the train is interrupted, but when the train is positioned, the vehicle-mounted ATP can identify the trackside beacon and read the electronic map information, so that the train is controlled to realize automatic switching of gear teeth, and the running speed limit of the train is protected.
In some embodiments, autonomous sensing device 1023 is configured to determine a cog switching occasion based on detection of an obstacle to the train's entry road segment and/or a cog switching signal in the event that the train does not establish a position fix or an ATP device malfunction.
Specifically, if the positioning information of the train cannot be obtained, for example, the positioning is not established or the ATP device fails, the gear tooth switching timing is determined by the autonomous sensing device 1023. Optionally, autonomous sensing device 1023 includes an autonomous sensing platform, a sensor module, and the like. Autonomous sensing device 1023 may determine a gear tooth switching timing based on detection of an obstacle to the train entry road segment and/or a gear tooth switching signal.
The vehicle-mounted autonomous sensing device 1023 is configured, for example, a camera and a radar sensor module are installed in front of a locomotive, a track line, an obstacle and a traffic light position in front of the train operation are detected in real time, sensor information is comprehensively processed by an autonomous sensing platform, whether the obstacle (a person, a car, a falling stone, a car bumper and the like) exists in a limit in front of the train operation is judged, and whether a gear tooth switching signal (a double yellow light and a configurable) exists in front of the train operation is detected according to image information.
The autonomous sensing device 1023 is simultaneously interfaced with the vehicle control system TCMS and the vehicle-mounted ATP device, and if an obstacle in the limit is monitored, the autonomous sensing device simultaneously sends an emergency braking request and alarm information to the TCMS and the ATP; if the gear tooth switching signal (double yellow lamps, configurable) is detected, the autonomous sensing device sends a gear tooth switching request to the TCMS and the ATP selector. For the emergency braking request and the gear tooth switching request sent by the autonomous sensing equipment, the vehicle TCMS can directly respond to the emergency braking and the gear tooth switching, and also can prompt a driver to confirm whether to execute or not through sound-light equipment such as a buzzer, a man-machine display screen and the like, and respond to related commands after the driver presses a confirmation button. If the vehicle-mounted ATP equipment works well but positioning is not established, the vehicle-mounted ATP is operated according to the lowest fixed speed limit protection train after receiving the gear tooth switching request (or waiting for confirmation of a driver).
Optionally, through driver watch +train autonomous perception gear tooth switch signal machine's display state, the two combines control train realization gear tooth automatic switch.
According to the mountain rail transit train control system provided by the embodiment of the application, the automatic switching of the train gear teeth is realized by judging the gear tooth switching time through the autonomous sensing equipment under the condition that the train is not positioned or the ATP equipment fails.
Fig. 4 is a schematic architecture diagram of a control center provided by an embodiment of the present application, fig. 5 is a schematic architecture diagram of a vehicle-mounted device provided by an embodiment of the present application, and fig. 6 is a schematic architecture diagram of a non-device centralized station and a device centralized station provided by an embodiment of the present application, as shown in fig. 4, fig. 5, and fig. 6, in the mountain track traffic train control system provided by an embodiment of the present application, based on a conventional urban wheel track traffic CBTC train control system, a control system solution matching with a mountain (rack) track traffic train control requirement is provided, and a system function is attached to characteristics of a mountain rack track, so as to improve availability, safety, maintainability of the mountain (rack) track traffic train control system, and reduce difficulty and cost of track construction, operation and maintenance. In fig. 5, TAU represents an in-vehicle access Unit (Train Access Unit), TRU represents a signal Transceiver Unit (transmitter Unit), AOM represents an auxiliary driving device (Assistant Operation Module), and HMI represents a human-machine interface (Human Machine Interface).
The apparatus embodiments described above are merely illustrative, wherein the elements illustrated as separate elements may or may not be physically separate, and the elements shown as elements may or may not be physical elements, may be located in one place, or may be distributed over a plurality of network elements. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art will understand and implement the present application without undue burden.
From the above description of the embodiments, it will be apparent to those skilled in the art that the embodiments may be implemented by means of software plus necessary general hardware platforms, or of course may be implemented by means of hardware. Based on this understanding, the foregoing technical solution may be embodied essentially or in a part contributing to the prior art in the form of a software product, which may be stored in a computer readable storage medium, such as ROM/RAM, a magnetic disk, an optical disk, etc., including several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the method described in the respective embodiments or some parts of the embodiments.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present application, and are not limiting; although the application has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present application.
Claims (10)
1. A mountain rail transit train control system, comprising:
the system comprises a control center, vehicle-mounted equipment, trackside equipment, a non-equipment centralized station and an equipment centralized station;
the control center comprises a signal equipment room and a central control room, wherein a train control system (LCS) device, a train automatic monitoring (ATS) device and a wireless core network device are arranged in the signal equipment room;
the vehicle-mounted equipment comprises vehicle-mounted train automatic protection ATP equipment, vehicle-mounted train automatic operation ATO equipment and autonomous sensing equipment, wherein the autonomous sensing equipment is used for judging gear tooth switching time so as to realize automatic gear tooth switching;
the non-equipment centralized station comprises a first vehicle station control room and first outdoor equipment;
the equipment centralized station comprises a power supply room, a second vehicle station control room, an equipment room and second outdoor equipment, wherein the equipment room is provided with an all-electronic interlocking module cabinet, a shaft counting main machine cabinet and a centralized monitoring cabinet;
the non-equipment centralized station is controlled by the equipment centralized station.
2. The mountain rail transit train control system of claim 1, wherein the on-board unit further comprises a transponder antenna and a transponder transmission module BTM, the trackside unit comprising a transponder, the transponder antenna being mounted to a vehicle body side, the transponder being disposed on a line side corresponding to the transponder antenna.
3. The mountain rail transit train control system of claim 2, wherein the BTM is used for positioning calibration of the train, and the section attribute where the train is located is marked as a track adhesion section, a rack section, or a switching section by an electronic map stored in the in-vehicle ATP device.
4. The mountain rail transit train control system of claim 1, wherein the trackside equipment further includes a gear tooth switching annunciator provided at a switch of a track adhesion section and a rack section;
the LCS equipment is used for outputting a driving command of the gear tooth switching annunciator and extracting the lighting state of the gear tooth switching annunciator, and the driving command is sent to the gear tooth switching annunciator through an all-electronic interlocking module in the all-electronic interlocking module cabinet.
5. The mountain rail transit train control system of claim 4 wherein the ATP device is configured to send positioning information of a train to the LCS device and receive movement authorization information sent by the LCS device to achieve train protection; the ATO device interacts with the ATP device to effect train operation.
6. The mountain rail transit train control system of claim 5 wherein the LCS device is configured to obtain location information for the train, send a gear tooth switch command to the train when the train reaches the switch segment, and write speed limit information to the movement authorization information.
7. The mountain rail transit train control system of claim 5 wherein the ATP device is further operable to downgrade the train to a first limited manual RM mode in the event of a wireless communication disruption, protecting the train from operation at a first fixed speed limit.
8. The mountain rail transit train control system of claim 7 wherein said train is manually set to a second RM mode during long intervals having rapid upgrade requirements, said train being protected from operation at a second fixed speed limit, said second fixed speed limit being greater than said first fixed speed limit.
9. The mountain rail transit train control system of claim 8, wherein the ATP device is further configured to control the train to perform automatic switching of the gear teeth in combination with the message information of the trackside device and the stored electronic map information.
10. The mountain rail transit train control system of claim 4, wherein the autonomous sensing device is configured to determine the gear tooth switching timing based on detection of an obstacle to a train entry section and/or a gear tooth switching signal in the event that the train does not establish a position fix or the ATP device fails.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310791524.6A CN116654060A (en) | 2023-06-29 | 2023-06-29 | Mountain track traffic train control system |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202310791524.6A CN116654060A (en) | 2023-06-29 | 2023-06-29 | Mountain track traffic train control system |
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| CN116654060A true CN116654060A (en) | 2023-08-29 |
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| CN202310791524.6A Pending CN116654060A (en) | 2023-06-29 | 2023-06-29 | Mountain track traffic train control system |
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