CN103754242A - City regional railway signal system and control method thereof - Google Patents
City regional railway signal system and control method thereof Download PDFInfo
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Abstract
The invention discloses a city regional railway signal system and a control method thereof. The city regional railway signal system comprises a control center device, a plurality of station devices, a line side unit and a vehicle device; the control center device is used for obtaining the running information of every train and outputting the movement information of the trains to the station devices after processing; the station devices are used for outputting the train movement information output from the control center device and the route information established through the line side unit to the vehicle device after processing; the line side unit is used for detecting the train position information, establishing train routes according to the interlocking information, enabling the route information of the trains to be generated into the message information and outputting the message information to the vehicle device; the vehicle device is used for adjusting the running state of the trains according to the train route control information and the message information and feeding back the adjusted running state of the trains to the station devices. According to the city regional railway signal system and the control method thereof, the functions such as the interconnection and intercommunication of the line network interior, accurate stopping, shielding gate linkage and interval automatic running and automatic turn-back can be achieved based on an ETCS-1 (Europe Train Control System-1) platform.
Description
Technical Field
The invention relates to the technical field of railway signals, in particular to an urban railway signal system and a control method thereof.
Background
The urban railway, also known as urban rail transit, is an electrified passenger railway specially operated between adjacent cities and group cities, the speed per hour of operation is generally between 120-200 km, the station spacing is small, the line generally directly enters the urban area, and the urban railway is a novel rail transit transportation mode between urban rail transit (subway and light rail) and an intercity high-speed railway, and has the characteristics of large average station spacing, high speed target value, high travel speed, moderate traffic density and the like compared with the subway.
The existing rail transit signal systems in China are divided into two types, namely national railway and urban rail transit. The national railway signal system adopts a Chinese Train operation Control system CTCS (Chinese Train Control System). The system is generally applied to the national railway system of each speed grade, but the national railway signal system does not have the Automatic Train Operation (ATO) function and has no performance of supporting 2.5-minute operation intervals.
Meanwhile, the current mainstream urban rail transit signal system adopts a Train automatic control system CBTC (communication Based Train control) Based on wireless communication, the system has strong and perfect functions, the highest requirement of 1.5-minute operation interval is supported, but the CBTC system has no application performance at the speed of 120km/h or more, the system construction investment is large, the number of trackside equipment is large, and the workload of later maintenance is large. Therefore, both the signal systems of state railway and urban rail transit are not suitable for urban railway systems with high running speed, moderate density and longer lines.
Disclosure of Invention
In view of the above, the technical problem to be solved by the present invention is to provide an urban railway signal system and a control method thereof, which can realize the functions of safe operation, automatic operation, precise parking and automatic turning back of a train.
In order to solve the technical problem, the technical scheme of the invention is realized as follows:
a city railway signal system comprises a control center device, a plurality of station devices, a trackside device and a vehicle-mounted device; wherein,
the control center equipment is used for monitoring all train running states, acquiring running information of each train, and outputting the running information of the trains to each station equipment after processing;
the trackside equipment is used for detecting train position information, establishing a train route according to the interlocking information, and generating route information of the train into message information and transmitting the message information to the vehicle-mounted equipment;
each station device is used for controlling the safe operation of the train, and the station device processes and transmits the train control information and the route information output by the control center device to the vehicle-mounted device;
and the vehicle-mounted equipment is used for controlling the automatic running of the train, exchanging information with the trackside equipment, adjusting the running state of the train according to the train control information output by the station equipment and the message information transmitted by the trackside equipment, and feeding back the adjusted running state of the train to each station equipment.
The control center equipment transmits train motion information to the station ATS equipment, the station ATS equipment adjusts the train running state according to a timetable and the train running state and transmits train control information to the station ATO/ATP equipment, and the station ATO/ATP equipment controls a station shielding door to be linked with a train door and transmits the control information to vehicle-mounted equipment to assist the train to stop.
Preferably, the trackside equipment comprises an axle counter for detecting the vacancy of the track section and the integrity of the train, a signal machine for displaying the signal state corresponding to the running speed of the train according to the interlocking and the route information, a switch machine for controlling the route direction according to the route information, and trackside electronic equipment LEU for converting the route information and the control information into messages, wherein the trackside LEU transmits the messages to the vehicle-mounted equipment through an active beacon and/or a passive beacon.
Preferably, the vehicle-mounted device includes a vehicle-mounted ATP/ATO device for adjusting the train operation state after processing the received train arrival control information transmitted by the station device and the message information transmitted by the trackside electronic device.
Preferably, the railway signal system further comprises a vehicle section/parking lot device for receiving the train motion information output by the control center device to adjust the train operation state of the vehicle section/parking lot, and the vehicle section/parking lot device feeds back the adjusted train operation state to the control center device.
Preferably, the control center device includes a central ATS server for monitoring the operation state of each train and automatically generating a train number, a central data server for processing and storing train operation information, and a schedule workstation for drawing an operation schedule according to the train operation state.
The invention provides another technical scheme that:
a method of controlling an urban railway signal system, comprising:
A. the control center equipment automatically monitors the running states of all trains, generates train numbers and sends real-time motion information of all trains to the station equipment; the method comprises the steps that a train running route is established by station equipment and trackside equipment, and the trackside equipment acquires position information of a train on a track and transmits the position information to the station equipment; the vehicle-mounted equipment controls the train to safely run on the main line according to the received route information and the train running state information;
B. the station equipment judges whether a route in front of the train is occupied or not according to the real-time motion information sent by the control center equipment and the position information of all trains on the main line acquired by the trackside equipment, if so, the step C is executed, otherwise, the train is controlled to continue to run and the step A is executed;
C. the vehicle-mounted equipment controls the train to brake and decelerate or brake and stop according to the received forward access information;
D. the station equipment judges whether the train can enter the station and stop according to the state information of the platform screen door and the emergency stop button switch information, if so, the step G is continuously executed, and if not, the step E is executed;
E. the vehicle-mounted equipment emergently brakes and stops outside the platform area according to the received platform protection information;
F. the station equipment sends temporary speed limit information set by the control center equipment to vehicle-mounted equipment of the train through the trackside equipment or the station equipment, judges whether the train needs to execute a temporary speed limit instruction in a specific section, if so, executes the step C, otherwise, controls the train to continue to operate and executes the step A;
G. c, stopping the train when the train enters the station, judging whether a train door and a station shielding door can be opened or not, if so, executing the step I, and otherwise, executing the step H;
H. detecting train stability stopping information and state information of a vehicle door and a shielding door, and waiting for manual confirmation;
I. opening the shielding door for a set time, then closing the vehicle door and the shielding door, and waiting for a departure instruction after confirming the states of the vehicle door and the shielding door;
J. the train continues to run.
Preferably, step E further comprises:
e1, judging whether the train needs to be automatically turned back, if so, transmitting an automatic turn-back instruction to the vehicle-mounted equipment by the station equipment, and controlling the train to automatically turn back and run by the vehicle-mounted equipment, otherwise, continuing to execute the step F.
Preferably, the operation state of the train in the section operation comprises the following steps: under normal conditions, automatically passing through the route; and under the backup and degradation modes, the vehicle is driven in an inter-station blocking mode.
Preferably, the urban railway signal system adopts a European train control system ETCS platform, and the trackside equipment standard and the train-ground communication interface protocol both conform to the ETCS standard.
The invention achieves the following technical effects: the ETCS-1-based point type ATC signal system for the urban railway and the control method thereof can control the running state of the train, are high in running speed, are suitable for running environments with the highest speed of 120-200 km/h and the minimum departure interval of not more than 3 minutes, and can realize functions of accurate parking, shield door linkage, automatic interval running, automatic turning back and the like. The intelligent control system can effectively reduce the labor intensity of a driver, save investment cost, reduce the quantity of trackside equipment, effectively reduce the maintenance workload and the social and economic losses caused by equipment faults, and realize interconnection and intercommunication, cross-line operation, resource sharing and the like in a wire network. The invention has simple and practical structure, strong safety and high reliability, and simultaneously improves the automatic control degree.
Drawings
FIG. 1 is a block diagram of a city railway signal system according to the present invention;
FIG. 2 is a functional schematic diagram of a city railway signal system according to the present invention;
FIG. 3 is a flow chart of a control method of the urban railway signal system according to the present invention.
[ description of main part symbols ]
1 control center equipment
2 station equipment
21 station interlocking equipment
22 station ATS equipment
ATP/ATO equipment for 23 station
24 station wireless device
3 trackside equipment
31 signal machine
32 axle counter
33 switch machine
34 trackside LEU
35 active beacon
36 passive beacon
4 vehicle-mounted equipment
41 vehicle ATP/ATO equipment
42 vehicle antenna
43 Beacon antenna
5 vehicle segment/parking lot device
51 signal machine
52 trackside circuit
53 switch machine
54 vehicle segment/parking lot ATS device
55 vehicle segment/parking lot interlock
6 station shield door.
Detailed Description
The main functions of the urban railway signal system comprise an Automatic Train Supervision (ATS) subsystem, an Automatic Train Protection (ATP) subsystem, an ATO subsystem, a main line interlocking subsystem, a vehicle section/parking lot interlocking subsystem, a training subsystem, a power supply subsystem, a centralized monitoring subsystem and a data communication subsystem.
Wherein: the ATS subsystem has the main functions of compiling and managing a train operation plan and realizing automatic monitoring of the whole train and automatic management of train operation. The method specifically comprises the functions of train route control, driving information display, train operation description, information acquisition and acquisition, management of a train operation diagram/schedule, train operation plan and vehicle management, train operation adjustment, train operation query, platform departure indication display, operation record and statistical statement, fault alarm, information exchange with other systems, simulation demonstration and training, train group number tracking, online playback and the like of trains and shunting operation of a train section/parking lot.
The ATP subsystem has the main functions of realizing overspeed protection of train operation, is basic equipment for ensuring train running safety, and must meet the principle of 'failure-safety'. The ATP subsystem realizes all functions of automatic protection of train operation, can realize train speed control according to conditions such as line state, turnout position and advancing train position, prevents train overspeed, ensures to track safe driving spacing distance between trains, and realizes automatic tracking operation of trains.
The ATO subsystem has a self-diagnosis function, can immediately give an alarm to a driver when a fault occurs, and can implement service braking and emergency braking according to the nature of the fault.
The ATP subsystem and the ATO subsystem interface to realize the safe and automatic control of the train operation; the ATP subsystem can realize the safety monitoring of the vehicle door and the shield door and can realize the safety protection function of the train running in the forward direction or the reverse direction. The ATO subsystem realizes the automatic driving of the train and the automatic adjustment function of the train running in the interval according to the instruction of the ATS subsystem under the safety protection of the ATP subsystem, ensures to reach the required design interval and the travel speed, and realizes the energy-saving running control of the train and the like.
The main line, vehicle section/parking lot interlocking subsystem is a safety device for realizing the correct interlocking relation among turnouts, signal machines and track sections and access control, and must meet the principle of 'failure-safety'.
The main interlocking subsystem controls turnout switches and annunciators beside the track according to a certain program and conditions, establishes a train running route and ensures the safety interlocking among the track sections, the turnouts and the annunciators on the route; the automatic control system is combined with an ATS subsystem to realize the automatic control of train route; the main functions include setting train route, automatic turning back route, automatic passing route, guiding route, unlocking and canceling route, controlling and reversing train running direction, recovering track section fault, controlling emergency stop button, turning off signal machine, controlling and locking turnout, blocking station, blocking interval, locking and canceling station, remote control, etc.
The interlocking subsystem of the vehicle section/parking lot realizes the functions of route establishment, route locking, route unlocking, signal machine control, turnout control and the like in the vehicle section/parking lot, and ensures the safety of the train in the operation of the vehicle section/parking lot.
The training subsystem comprises ATS simulation training equipment for training the vehicle scheduling personnel and physical training equipment for training the maintenance personnel. The maintenance center equipment and the training center equipment train the function and the principle of the ATC system for the maintainers of the signal system, so that the maintainers can master the working principle, the equipment performance and the fault identification and processing of the ATC equipment, the working level of the maintainers is improved, visitors can know the composition and the function of the system, and meanwhile, the training center equipment and the training center equipment have a certain effect on training a train driver.
The power supply subsystem is an intelligent power supply device which ensures stable, reliable and continuous operation of signal system equipment.
The centralized monitoring subsystem can collect self-diagnosis and alarm information of all subsystem equipment such as ATS, ATP, ATO, main line interlocking, vehicle section/parking lot interlocking, power supply and the like, and transmits the collected information to interfaces of position control workstations such as a control center, a maintenance center, an equipment centralized station and the like, so that on-site monitoring and remote alarm are realized, and the centralized monitoring subsystem has automatic storage and playback functions.
The data communications subsystem includes all wired and wireless communications systems required for a signaling system. The system comprises an ATP subsystem function, an ATO subsystem function, a main interlocking subsystem function, a main test run function, a maintenance training function, a centralized monitoring function and a vehicle section/parking lot interlocking function.
FIG. 1 is a block diagram of a city railway signal system according to the present invention. The urban railway signal System adopts an ETCS (European Train Control System) platform, and in the embodiment, the urban railway signal System adopts an ETCS-1 platform. The urban railway signal system mainly includes a control center device 1, a plurality of station devices 2, a trackside device 3, a vehicle-mounted device 4, and a vehicle section/parking lot device 5, and in this embodiment, the number of the station devices 2 is one, but not limited thereto.
The control center device 1 is configured to monitor all train operation states, acquire operation information of each train, and output the movement information of the train to the station device 2 after processing. The trackside equipment 3 is used for establishing a train running route to ensure the safety interlock of the route, transmitting the position information of the train to the station equipment 2, and generating the route information into message information and transmitting the message information to the vehicle-mounted equipment 4. The station equipment 2 is used for controlling linkage, platform protection and automatic turning back of the station shielding door 6, and the station equipment 2 processes train motion information output by the control center equipment 1 and route information transmitted by the trackside equipment 3 and then outputs train route control information to the vehicle-mounted equipment 4. The vehicle-mounted device 4 is used for controlling automatic operation and temporary speed limit of the train, the vehicle-mounted device 4 adjusts the operation state of the train according to the train route control information output by the station device 2 and the message information transmitted by the trackside device 3, and the vehicle-mounted device 4 feeds back the adjusted train operation state to the station device 2.
And the vehicle section/parking lot device 5 is connected to the control center device 1, and receives train operation information outputted from the control center device 1 to adjust a train transceiving state of the vehicle section/parking lot. The train section/parking lot device 5 feeds back the adjusted train running state to the control center device 1.
As shown in fig. 2, the control center device 1 includes a communication server, a communication front-end processor, and a network switch, and the communication server and the communication front-end processor are respectively connected to the network switch. And a firewall is connected between the communication front-end processor and the network switch and used for improving the security of the network. In this embodiment, the communication server is a central ATS server, and is configured to monitor an operation state of each train and automatically generate a train number; the communication front-end processor is a central ATS front-end processor; and the train operation information is processed and stored. In order to improve data security, the database servers are preferably redundant, and at least two database servers are provided, and in this embodiment, two database servers are provided for each central ATS server and central ATS pre-processor.
In addition, the control center device 1 further includes a dispatcher workstation, a maintenance workstation, a printer, a schedule workstation for drawing an operation schedule according to operation requirements, an editing workstation, and a network management workstation, which are connected to the network switch, respectively. The control center device 1 can realize the automatic train route setting function, the automatic train number generation, tracking and modification function, the ATS operation diagram editing and management function, the ATS record counting and reporting function, the ATS self-diagnosis/fault alarm function and the like. And transmits the data to the signal equipment at other places through the data transmission module.
The station equipment 2 comprises station interlocking equipment 21, station ATS equipment 22 and station ATO/ATP equipment 23; departure indicator, emergency stop button in platform area; the computer and the electronic equipment which correspond to the interior of the branching cabinet, the interface cabinet, the combined cabinet, the interlocking cabinet, the ATS cabinet, the photoelectric conversion cabinet and the signal maintenance support system cabinet/cabinet in the signal equipment room, a power supply screen, an uninterrupted power supply and the like; and ATS terminal and signal equipment of the comprehensive emergency disk in the vehicle control room; the control center device 1 transmits train motion information to the station ATS device 22, so that the station ATS device 22 judges the train running time and monitors the train running state in the jurisdiction range, and transmits the monitored train entering control information to the station ATO/ATP device 23, the station ATO/ATP device 23 controls the shield station door 6 and controls the vehicle-mounted device 4 through the station wireless device 24, and safety interlocking of the train door and the station shield door 6 and accurate train stopping are realized.
The trackside equipment 3 standard conforms to the ETCS-1 standard and comprises a section trackside annunciator 31, an axle counter 32, a switch 33 and trackside Electronic equipment (LEU).
Wherein the axle counter 32 detects the absence of a track section and the integrity of the train. The traffic signal 31 displays a forward route state based on the train route information, for example, an arrival traffic signal: (1) a green light indicates that the train is permitted to run at a specified speed through the turnout straight position, and indicates that at least two block subareas in front of the running are idle; (2) a yellow light indicating that the train is permitted to cross the signal at a prescribed speed and is ready to stop at any time, indicating that only one block section is free in front of the train; (3) two yellow lights represent that the train is permitted to cross the signal machine according to the requirement of speed limit and run through the lateral position of the turnout; (4) a red light indicating that the train is not authorized to cross the signal; (5) a yellow light and a red light representing a guidance signal permitting the train to pass the signal at a specified speed limit under signal closure conditions; for example, a departure signal or an interval transit signal: (1) a green light indicates that the train is permitted to run at a specified speed through the turnout straight position, and indicates that at least two block subareas in front of the running are idle; (2) a yellow light indicating that the train is permitted to cross the signal at a prescribed speed and is ready to stop at any time, indicating that only one block section is free in front of the train; (3) a red light indicating that the train is not authorized to cross the signal; (4) a yellow light and a red light represent guidance signals that permit the train to pass through the signal at a specified speed limit under signal closure conditions. The switch machine 33 controls the train route direction according to the route information, and the trackside LEU34 can generate a message according to the route information and transmit the message to the vehicle-mounted device 4 through the active beacon 35 or the passive beacon 36. Meanwhile, the trackside LEU34 can be separately connected with the station interlocking device 21, the station ATS device 22 and the station ATO device 24, or connected in any combination in a centralized connection mode, so as to obtain the train operation information in the station device 2.
The vehicle-mounted device 4 comprises a vehicle-mounted ATP/ATO device 41, the vehicle-mounted ATP/ATO device 41 receives train arrival control information transmitted by the station device 2 through the connection of the vehicle-mounted antenna 42 and the station wireless device 24, receives message information transmitted by the trackside LEU34 through the connection of the beacon antenna 43 and the active beacon 35, integrates the two information, and adjusts the train running state. The vehicle-mounted antenna 42 may be a wireless receiving antenna, and the beacon antenna 43 may be a beacon receiving antenna, but not limited thereto.
In addition, the vehicle-mounted device 4 further comprises a vehicle-mounted computer with a redundant structure of two-out-of-three or two-out-of-two, a speed measurement sensor and the like. The speed measuring sensor can measure the running speed of the train in real time and transmit the running speed of the train to the vehicle-mounted ATO/ATP equipment 41, so that the vehicle-mounted equipment 4 can further accurately adjust the running state of the train, and the safe running of the train is ensured.
The vehicle section/parking lot 5 equipment includes a signal 51 on the yard, a switch 52, a track circuit 53; the equipment comprises a branching cabinet, an interface cabinet, a combined cabinet, an interlocking cabinet, an ATS cabinet, a photoelectric conversion cabinet, electronic equipment corresponding to the interior of a signal maintenance support system cabinet/cabinet, a power supply screen, an uninterrupted power supply and the like in a signal equipment room; a vehicle section/parking lot ATS device 54, a vehicle section/parking lot interlock device 55; and ATS workstations in the dispatch room, etc.
The urban railway signal system further comprises maintenance center equipment, training center equipment and the like. The maintenance center equipment comprises all tools and instruments required by signal system maintenance, a signal maintenance support system workstation and the like; the training center equipment comprises simulation training equipment such as a training server, a trainee training workstation, a power supply screen and an uninterruptible power supply, and physical training equipment such as a signal machine, a switch machine, a beacon, an axle counter and train-ground communication equipment. The vehicle-ground communication interface protocol conforms to ETCS standard.
All the components in the urban railway signal system are connected to a backbone network through network equipment, so that real-time interaction of data is realized.
The normal operation of the train in the urban railway signal system comprises four driving modes, namely an ATO driving mode, an ATP driving mode, an RM driving mode (limited manual driving mode) and an NRM mode (non-limited manual driving mode).
The ATO driving mode is a normal mode for train operation; the train realizes the functions of automatic operation of the section, accurate parking, linkage with a shield door and automatic turn-back under the protection of ATP.
The ATP driving mode refers to that when the ATO equipment fails, a train is manually driven under the protection of ATP, the speed running curve is dynamically adjusted in real time, and the parking, turning back and shield door linkage are all controlled manually.
The RM driving mode generally refers to a manual driving mode when a train breaks down or operates in a vehicle section/parking lot, the train is still protected by ATP, and the highest operation speed is low (generally 25-60 km/h according to operation requirements).
The NRM driving mode refers to a manual driving mode after ATP faults of the train or ATP protection is removed.
As shown in fig. 3, the method for controlling the urban railway signal system of the present invention comprises:
step 300: the control center equipment automatically monitors the running states of all trains, generates train numbers and sends real-time motion information of all trains to the station equipment; the method comprises the steps that a train running route is established by station equipment and trackside equipment, and the trackside equipment acquires position information of a train on a track and transmits the position information to the station equipment; and the vehicle-mounted equipment controls the train to safely run on the main line according to the received route information and the train running state information.
And step 302, controlling the train to brake to decelerate or brake to stop according to the received forward access information by the vehicle-mounted equipment.
And step 304, the vehicle-mounted equipment emergently brakes and stops outside the platform area according to the received platform protection information.
And 305, the station equipment sends temporary speed limit information set by the control center equipment to vehicle-mounted equipment of the train through the trackside equipment or the station equipment, judges whether the train needs to execute a temporary speed limit instruction in a specific section, if so, executes step 302, and otherwise, executes step 309.
The running state of the train running in the interval comprises the following steps: under normal conditions, an automatic passing route mode is adopted; and under the backup and degradation modes, the vehicle is driven in an inter-station blocking mode.
The automatic passing route is that when the preceding train passes through the route completely and successfully, the route is established and signals are opened, the route is handled for the subsequent train, the annunciator automatically changes and displays along with the running of the train, and the subsequent train drives according to the annunciator display. The inter-station block is that when the train is in a backup and degradation mode, two inter-station stations are not divided into block partitions, and the train runs at intervals of the inter-station intervals.
Step 304 is followed by the steps of:
step 304 a: and judging whether the train needs to be automatically turned back, if so, transmitting an automatic turn-back instruction to the vehicle-mounted equipment by the station equipment, and controlling the train to automatically turn back and run by the vehicle-mounted equipment, otherwise, continuing to execute the step 305.
The urban railway signal system adopts an ETCS platform, and in the embodiment, an ETCS-1 platform is adopted. And the trackside equipment and the train-ground communication are in accordance with the ETCS standard.
The control method of the urban railway signal system further comprises platform area protection, wherein the platform area comprises that when the state of a station shielding door is lost or an emergency stop button is pressed, a brake instruction is sent to the vehicle-mounted equipment by the station interlocking equipment, and the vehicle-mounted equipment controls the train to cancel an established departure route or make the train brake emergently.
The invention realizes the functions of platform area protection, shield door linkage, automatic turning back, temporary speed limit and the like through signal wireless two-way communication equipment of a platform, an outer side protection area and a turning back area. Wherein:
1. the platform area protection is divided into inbound protection and outbound protection.
The station entering protection means that after a train is accessed to a wireless network outside a platform, if the state of a platform screen door is lost or an emergency stop button is pressed at the moment, after the station interlocking equipment receives the state information of the screen door or the state information of the emergency stop button, an emergency braking command is sent to vehicle-mounted ATP equipment through wireless communication equipment, the emergency braking of the train is realized, and the safety of a platform area is guaranteed to the maximum extent.
Outbound protection is in turn divided into two cases. One method is that the train cannot establish a departure route or cancel an established departure route from the stop time to the start time of the train, if the platform screen door state is lost or the emergency stop button is pressed, after the station interlocking equipment receives the screen door state information or the emergency stop button state information, so as to ensure that the train cannot run away from the station. The other means that the train completely leaves the station from the start to the tail of the train, if the shielding door state of the platform is lost or the emergency stop button is pressed, after the station interlocking equipment receives the shielding door state information or the emergency stop button state information, the emergency brake command is sent to the vehicle-mounted ATP equipment through the wireless communication equipment, and the emergency brake of the train is realized.
2. And (4) linkage of the shielding door.
When the train stops and the door needs to be opened and closed, a train driver only needs to control the switch button of the train door, the door opening information is transmitted to the station interlocking equipment through train-ground wireless communication, and the door opening and closing information is transmitted to the shielding door equipment under the condition that the states of various related signals are confirmed to be correct, so that the linkage of the train door and the shielding door is realized.
3. And automatic turning back.
When the train arrives at the turn-back station, after clearing the passenger, a driver presses an automatic turn-back button at the station end, the train carries out real-time communication with station interlocking equipment through a wireless network, and the automatic turn-back of the train is realized under the control of a vehicle-mounted ATP/ATO subsystem.
4. And temporarily limiting the speed.
After the train enters the station and stops stably, the station ATS equipment/temporary speed limit server uploads temporary speed limit information to the vehicle-mounted equipment through the wireless communication equipment in the station area, or wirelessly uploads the speed limit information to the vehicle-mounted equipment through the interval beacon, so that the deceleration running in the temporary speed limit area is realized.
The above description is only a preferred embodiment of the present invention, and is not intended to limit the scope of the present invention.
Claims (10)
1. A city railway signal system is characterized by comprising control center equipment, a plurality of station equipment, trackside equipment and vehicle-mounted equipment; wherein,
the control center equipment is used for monitoring all train running states, acquiring running information of each train, and outputting the running information of the trains to each station equipment after processing;
the trackside equipment is used for detecting train position information, establishing a train route according to the interlocking information, and generating route information of the train into message information and transmitting the message information to the vehicle-mounted equipment;
each station device is used for controlling the safe operation of the train, and the station device processes and transmits the train control information and the route information output by the control center device to the vehicle-mounted device;
and the vehicle-mounted equipment is used for controlling the automatic running of the train, exchanging information with the trackside equipment, adjusting the running state of the train according to the train control information output by the station equipment and the message information transmitted by the trackside equipment, and feeding back the adjusted running state of the train to each station equipment.
2. The urban railway signal system of claim 1, wherein the station equipment comprises station interlocking equipment, station train automatic monitoring ATS equipment, and station train automatic operation ATO/ATP equipment, the control center equipment transmits train motion information to the station ATS equipment, the station ATS equipment adjusts train operation states according to a schedule and the train operation states, and transmits train control information to the station ATO/ATP equipment, the station ATO/ATP equipment controls a station shield door to be linked with train doors, and transmits control information to vehicle-mounted equipment to assist train parking.
3. The urban railway signal system according to claim 2, wherein the trackside equipment comprises an axle counter for detecting the rail section is free and the integrity of the train, a signal machine for displaying the signal status corresponding to the train running speed according to the interlock and the route information, a switch machine for controlling the route direction according to the route information, and trackside electronic equipment LEU for converting the route information and the control information into messages, and the trackside LEU transmits the messages to the on-board equipment through active beacons and/or passive beacons.
4. The urban area railway signal system of claim 3, wherein the vehicle-mounted device comprises a vehicle-mounted ATP/ATO device for adjusting the train operation state after processing the received train arrival control information transmitted by the station device and the message information transmitted by the wayside electronic device.
5. The urban railway signal system according to claim 1, wherein the railway signal system further comprises a vehicle section/parking lot device that receives the control center device and outputs train motion information to adjust the train running state of the vehicle section/parking lot, and the vehicle section/parking lot device feeds back the adjusted train running state to the control center device.
6. The urban area railway signal system of claim 1, wherein the control center equipment comprises a central ATS server for monitoring the running state of each train and automatically generating train number, a central data server for processing and storing train running information, and a schedule workstation for drawing a running schedule according to the running state of the train.
7. A control method of a city railway signal system is characterized by comprising the following steps:
A. the control center equipment automatically monitors the running states of all trains, generates train numbers and sends real-time motion information of all trains to the station equipment; the method comprises the steps that a train running route is established by station equipment and trackside equipment, and the trackside equipment acquires position information of a train on a track and transmits the position information to the station equipment; the vehicle-mounted equipment controls the train to safely run on the main line according to the received route information and the train running state information;
B. the station equipment judges whether a route in front of the train is occupied or not according to the real-time motion information sent by the control center equipment and the position information of all trains on the main line acquired by the trackside equipment, if so, the step C is executed, otherwise, the train is controlled to continue to run and the step A is executed;
C. the vehicle-mounted equipment controls the train to brake and decelerate or brake and stop according to the received forward access information;
D. the station equipment judges whether the train can enter the station and stop according to the state information of the platform screen door and the emergency stop button switch information, if so, the step G is continuously executed, and if not, the step E is executed;
E. the vehicle-mounted equipment emergently brakes and stops outside the platform area according to the received platform protection information;
F. the station equipment sends temporary speed limit information set by the control center equipment to vehicle-mounted equipment of the train through the trackside equipment or the station equipment, judges whether the train needs to execute a temporary speed limit instruction in a specific section, if so, executes the step C, otherwise, controls the train to continue to operate and executes the step A;
G. c, stopping the train when the train enters the station, judging whether a train door and a station shielding door can be opened or not, if so, executing the step I, and otherwise, executing the step H;
H. detecting train stability stopping information and state information of a vehicle door and a shielding door, and waiting for manual confirmation;
I. opening the shielding door for a set time, then closing the vehicle door and the shielding door, and waiting for a departure instruction after confirming the states of the vehicle door and the shielding door;
J. the train continues to run.
8. The method for controlling an urban railway signal system according to claim 7, wherein step E is followed by further comprising:
e1, judging whether the train needs to be automatically turned back, if so, transmitting an automatic turn-back instruction to the vehicle-mounted equipment by the station equipment, and controlling the train to automatically turn back and run by the vehicle-mounted equipment, otherwise, continuing to execute the step F.
9. The method for controlling an urban railway signal system according to claim 7, wherein the operating state of the train in the inter-zone operation comprises: under normal conditions, automatically passing through the route; and under the backup and degradation modes, the vehicle is driven in an inter-station blocking mode.
10. The method according to claim 7, wherein the urban railway signal system employs a European Train Control System (ETCS) platform, and the trackside equipment standard and the train-ground communication interface protocol both conform to the ETCS standard.
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| CN201310746070.7A CN103754242B (en) | 2013-12-31 | 2013-12-31 | City regional railway signal system and control method thereof |
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| CN201310746070.7A CN103754242B (en) | 2013-12-31 | 2013-12-31 | City regional railway signal system and control method thereof |
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