CN104925089A - Method for resetting a trackside equipment of a secondary detection system - Google Patents
Method for resetting a trackside equipment of a secondary detection system Download PDFInfo
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- CN104925089A CN104925089A CN201510121899.7A CN201510121899A CN104925089A CN 104925089 A CN104925089 A CN 104925089A CN 201510121899 A CN201510121899 A CN 201510121899A CN 104925089 A CN104925089 A CN 104925089A
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- detecting devices
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- zone controller
- train
- replacement
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L1/00—Devices along the route controlled by interaction with the vehicle or vehicle train, e.g. pedals
- B61L1/16—Devices for counting axles; Devices for counting vehicles
- B61L1/169—Diagnosis
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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 vehicle 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
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
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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 vehicle train, e.g. braking curve calculation
- B61L2027/204—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation using Communication-based Train Control [CBTC]
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Health & Medical Sciences (AREA)
- Biomedical Technology (AREA)
- General Health & Medical Sciences (AREA)
- Automation & Control Theory (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Time Recorders, Dirve Recorders, Access Control (AREA)
- Devices For Checking Fares Or Tickets At Control Points (AREA)
Abstract
The method comprises the following steps: when the occupation state of an area (14B) between a secondary system and a primary detection system is not matched, an area controller (50) is used to transmit request to reset a detection apparatus (30) near the secondary detection system; the detection apparatus (30) receives the reset request and reset the detection apparatus. When the resetting is completed, the detection apparatus check if any train enters into and/or leave the area from the moment the area controller transmits the reset request to the moment the resetting of the detection apparatus is completed.
Description
Technical field
The present invention relates to a kind of in driverless train control architecture for resetting the method for a trackside equipment of quadratic probing system.
The invention particularly relates to a kind of driverless train control architecture of the train for travelling on railway network.This architecture is called as driverless train and controls (ATC).
Background technology
In known manner, ATC architecture comprises different systems, and these systems work in coordination to allow train to travel safely on network.
There is different ATC architectures.But, the invention particularly relates to the ATC architecture of one " Train Control (CBTC) based on communication " type.CBTC architecture is described in graphic mode in Fig. 1.
CBTC architecture is based on there is the computing machine carried with train.The operating parameter of the described computing machine determination some of train and carry out communication to perform its task of distributing with allowing described train safe with ground various system.This computing machine carried with car covers the functional requirement (that is, station that such as will be serviced) of described train on the one hand, controls safety problem (that is, such as examining train not drive over the speed limit) on the other hand.The described computing machine of train is connected on the radio communication unit that carries with car, and radio communication unit can set up the wireless link with the base station of communication infrastructure, and then is connected on the communication network of CBTC architecture.
On the ground, CBTC architecture comprises zone controller (ZC).Especially, this zone controller is responsible for the existence of train on monitoring railway network on the one hand, be responsible in a centralized architecture on the other hand providing to run to described train authorizing, these run the safe operation character of authorizing and ensure that train, that is, such as the operation mandate that described train driving may be caused to cross the train in its front is not provided to train.In Fig. 1, numeral 50 represents zone controller.
CTC architecture is a part for the overall system being called as signal system (representing with SS in Fig. 1), and signal system also can more than one piece equipment on order track.
Described signal system comprises driverless train supervision (ATS) system.ATS system is implemented in operating unit, and comprises man machine interface, allows operating personal in the multiple systems of signal system and particularly trackside equipment to be interfered.Such as, operating personal can from described ATS Long-distance Control closing signal (opening red light).
Described signal system also comprises interlock system.This interlock system can manage such as signal lamp, the trackside equipment such as switch actuator, and trackside equipment allows safe train operation and avoids the conflicting movements between train.Once interlock system was based on electromechanical relay, and interlock system the suitable computing machine of order trackside equipment can have been carried out computerization now.In FIG, numeral 40 represents this interlocking computing machine.
Railway network is made up of railroad track section, and each orbital segment is subdivided into region.Fig. 1 shows three continuous print region 14A, 14B and 14C.
The occupancy in the region of orbital segment is a key message for railway security.Now the determination of this information is described.
Zone controller receives information from main detection system on the one hand, on the other hand from quadratic probing system acceptance information.
Main detection system makes it possible to the region determining to be occupied by train of the instantaneous position based on the train determined by train self.More specifically, described zone controller receives the instantaneous position of train from each computing machine 26 carried with train 16.This position is determined from the detection of beacon 24 and distance measuring equipment (DME) by the computing machine carried with car, wherein beacon 24 to be placed and its geographic position is known along track 12, and distance measuring equipment (DME) equipment ON TRAINS and allow described computing machine to determine the distance of described train traveling from the upper beacon crossed.In another embodiment, train uses other device, and such as accelerometer (replacement miles counter) or GPS (replacement beacon) determine its position.Described zone controller uses the geographic map of network, and infer the position at the current place of described train from the instantaneous position of train, wherein on geographic map, each region is identified uniquely.So the first state E1 in the region that train is positioned at is set " occupying " value.
It should be noted, according to described main detection system, for security reason, the region that just train is not positioned at is in " occupying " state, and the front and rear adjacent area of middle section is also all in " occupying " state, to determine the safety zone around described train.This additional zone covers the ultimate range that train can run between two time, and wherein, a time is the time that train calculates that it will be sent to the position of zone controller, and another time is the time that zone controller receives information.
In addition, received by zone controller as long as no other location informations, then the information finally received continues on for inferring that the position of train is to contain the possible operation of train.
At current time, column free parking stall in the first state E1 in region be set as " free time " value.
In this manner, occupy information for the Article 1 in each region to be determined by described zone controller.
Quadratic probing system can support described main detection system, and such as, if the radio communication unit 27 of train 16 no longer works, then zone controller 50 can not obtain the instantaneous position of train.By using the suitable track equipment placed along track limit, quadratic probing system can detect in given area exists train.
Working as in previous preferred embodiment, in order to the existence of train in search coverage, quadratic probing system-computed enters and leaves the quantity of the wheel shaft 17 in region.
For this reason, quadratic probing system comprises inlet sensor 28A and outlet sensor 28B, and wherein inlet sensor 28A is positioned at the entrance leading to described region 14B, and outlet sensor 28B is positioned at the exit of described region 14B.Entrance and exit sensor is connected to by cable in the trackside equipment 30 (hereinafter referred to as detecting devices) that is associated with region 14B.Detecting devices is arranged in (with signalling set share) technology position.
There is a detecting devices in each region.But sensor can be connected on more than one piece detecting devices.Such as, on the service direction of train shown in Figure 1, sensor 28B is for the outlet sensor of region 14B and the inlet sensor for region 14C.Sensor 28B is by the zone controller of the zone controller and region 14C that are connected to region 14B.
Detecting devices 30 is electron plates, and the entrance and exit sensor for described region is connected to described electron plate.Detecting devices can keep the variable in up-to-date described region (being called wheel axle counter C).
When train is through the front of described inlet sensor, each process of wheel shaft is detected by inlet sensor, detecting devices 30 by interpolation unit to the wheel axle counter C for described region.
When train leaves described region, each process of wheel shaft is exported sensor and is detected, and detecting devices 30 deducts a unit from the wheel axle counter C for described region.
Therefore, according to quadratic probing system, when the value of the wheel axle counter C for described region is 0, described region is in the second state E2 being set as " free time " value.Otherwise second state in described region is set as " occupying " value.
The second state E2 in region forms Article 2 and occupies information, and described Article 2 occupies information and is sent to zone controller 50 by detector 30 periodically by chain computing machine 40.
It is consistent that zone controller 50 makes Article 1 and Article 2 occupy information.When these two information are different, then next implement different strategies.
Importantly it should be noted that " pure " CBTC system can only use main detection to operate.The existence of quadratic probing covers the Failure Mode of CBTC communication on the one hand, allows to be unkitted the train having CBTC on the other hand and travels on same railway network.
The quadratic probing system of prior art level has following operational deficiencies.
As shown in fig. 1, train comprises N number of wheel shaft 17.
At first, train is not had to be arranged in the region 14B of railroad track 12.The value of the wheel axle counter CB of region 14B is 0.The second state E2 in described region is " free time ".
When train 16 enters region 14B, inlet sensor 28A has detected N-1 wheel shaft mistakenly and has passed through.Status count device C then setting value is N-1 (" occupying " state).
When train 16 leaves region 14B, outlet sensor 28B has correctly detected N number of wheel shaft and has passed through.State sensor C cuts down N number of number and setting value is-1.Therefore, the second state E2 is " occupying ".
Can see, when sensor error detect the wheel number of axle, the second state that wheel axle counter indicates described region is " occupying ", but not train does not physically occupy described region.By indicating the first state E1 of same area for " free time ", therefore main detection system contradicts with electrical secondary system.
With reference to accompanying drawing 2, zone controller 50 make arrival it to carry out Autonomous Exploration consistent with Article 2 information with the Article 1 from quadratic probing system.
When main detection system correctly operates, if first " free time " state type E1 does not mate with second " occupying " state E2, then the detecting devices 30 of region 14B is placed in " inoperation (OOO) " pattern by zone controller 50.This means, the state counter be associated with described region has been identified as wrong, and state counter needed to be reset before being again considered.
For this remapping method, the information indicating a detecting devices to be in " inoperation " pattern is sent to ATS system by zone controller 50.Then described information is such as presented on the screen of operating personal with the form of alarm.
Before this replacement of confirmation, operating personal requires that a succedaneum (agent) is actually along described rail running does not occupy physically to observe described region.Once operating personal receives the confirmation from described succedaneum, he must stop the train that may enter region during replacement process.Then he confirms described replacement, and this can cause sending resetting authorizes zone controller 50.
When receiving this and resetting authorization requests, zone controller 50 sends a reset request to the interlocking computing machine 40 of management for the detecting devices 30 when thing region.
When receiving replacement request, the replacement order that the transmission of interlocking computing machine 40 is applicable to is to detecting devices 30.
When receiving replacement order, detecting devices 30 can distribute default value (being 0 value in this case) to the wheel axle counter that will be reset.
Once wheel axle counter is reset, then detecting devices 30 indicates the second state E2 in described region for " free time ", mates the first state E1 in same region.
When seeing that this does not mate, detecting devices 30 is put back into " operation " pattern by zone controller 50.
Therefore, at this for resetting in the first embodiment of the method for the wheel axle counter in region, signal system does not examine the existing condition in described region.
Once be in " inoperation " pattern, just do not consider the information that may gather for the detecting devices in described region.More specifically, give tacit consent to described region for occupy state, do not consider the quantity of the wheel shaft indicated by described axle counting machine.
In addition, by foregoing, it is loaded down with trivial details that operating personal sends the operating sequence before resetting authorization requests.It should be noted that operating personal is depended in all safetys of this replacement process, operating personal must guarantee do not have train in described region before replacement and during resetting.Region is returned to " free time " state with regard to existence and still in fact there is this danger of train in this region by this.
Therefore, the execution of this remapping method is tediously long.This method the term of execution, in the whole region residing for the more than one piece detecting devices for " inoperation " zone controller, main detection system is not redundancy, if the train of the radio communication system et out of order of CBTC train or unassembled CBTC is present in fault, then main detection system shows the availability issue of described system.
According to the second remapping method of prior art, when on the screen that alert message is presented at ATS system, operating personal confirms to send to reset authorizes zone controller.
When receiving described mandate, zone controller uses main detection system not have train to occur to examine in the described region that not only must reset at state counter, and does not also have train in zone of approach around described region.
Zone of approach defines the upstream and downstream distance apart from region, can guarantee not have train to enter described region between the effective date of described remapping method.The maximum travelling speed of train in the upstream and downstream region in considered region is multiplied by corresponding to the replacement time in described zone of approach.Regional is depended in described zone of approach.
The replacement time result in the delay introduced by the communication between zone controller and interlocking computing machine and between interlocking computing machine and detecting devices, and result in the necessary time performing described replacement for detecting devices strictly speaking.
Each side spacing in described region is very large, 300 meters of upstreams in such as described region or downstream.
Therefore, if all regions of the described zone of approach be associated with described region are all in first " free time " state, then zone controller only sends a reset request to described detecting devices.
Otherwise if train is in described zone of approach when described replacement is initiated, then zone controller does not send a reset request to detecting devices, so zone controller remains in " inoperation " pattern.Thus alarm does not disappear from the screen of ATS system.
This remapping method has the advantage of essential safety, because be that signal system self has been examined and be there is not train in this region or around described region.In other words, this method is not based on operating personal, and this is different from aforesaid method.But this method still has certain performance difficulty.Such as, when using on the peak of network, can not implement this method, described train each other distance too closely makes the zone of approach be associated with region be difficult to the free time.In this case, unique selection is that so-called detection system " locally " resets, that is, directly on the electron plate of detecting devices with reset button, carry out human intervention.
Summary of the invention
The object of the invention is to solve above-mentioned problem.
In order to reach this object, according to claim, the present invention relates to the method for the trackside detecting devices resetting quadratic probing system.
Accompanying drawing explanation
Also the present invention may be better understood by reference to the accompanying drawings in use description below, below describes and only provide as nonrestrictive example.
Fig. 1 is automatic railway traffic control architecture and the diagrammatic view of train that travels on described railroad track on railroad track;
Fig. 2 is the diagrammatic view that first and second of the continuum received by the described zone controller of the described architecture of Fig. 1 occupies state;
Fig. 3 to Fig. 5 is illustrating of remapping method of the present invention;
Fig. 6 for according to Fig. 4 and Fig. 5 method display by the sequential chart of the signal of described detecting devices process;
Fig. 7 to Fig. 9 is the chart that the soluble situation of this remapping method when not having human intervention is shown, is different from the method for prior art level.
Detailed description of the invention
Now, 3 and 5 a preferred embodiment of described remapping method 100 is described by reference to the accompanying drawings.
According to the architecture of graph mode display prior art in FIG for implementing the architecture of described method 100.Unlike, detecting devices 30 not only can keep upgrading wheel axle counter C (indicating the quantity of wheel shaft in described region, current time t place), but also can keep change counter (variationcounter) CV of the quantity upgraded for the wheel shaft detected by entrance and exit sensor during time slip-window.The described time slip-window time length D that extend through is preset before current time t.More specifically, this counting machine CV has two states, and the first state has produced the interaction with the described inlet/outlet sensor in described region during showing the time length D before current time t; On the contrary, the interaction with the described inlet/outlet sensor in described region is not produced during the time length D that the second state then shows before current time t.
When train 16 has left region 14B, wheel axle counter C has not returned to 0 value, and multiple entrance or of exporting in sensor of region 14B can not detect the correct wheel number of axle.
In step 110 (Fig. 3), the second state E2 that detecting devices 30 sends the described region 14B of instruction is that the message M0 of " occupying " is to interlocking computing machine 40.
In the step 120, after receipt message M0, the second state E2 that interlocking computing machine 40 sends the described region 14B of relaying (relaying) is that the message M1 of the message of " occupying " is to zone controller 50.
In step 130, it performs at moment t1 place, and the first state E1 of region 14B and the second state E2 of region 14B compares by zone controller ZC50.
The first state E1 of region 14B is transmitted at current time t1 by main detection system.Train 16 indicates the instantaneous position at moment t1 place, and zone controller 50 can be inferred, and the first state E1 of region 14B is " free time ".
The second state E2 of region 14B is pointed out by quadratic probing system in message M1.When pointing out in introducing, zone controller 50 can infer that the second state E2 of region 14B is for " occupying ".
Therefore, occupy information and the Article 2 transmitted by quadratic probing system in the Article 1 transmitted by main detection system to occupy to exist between information and do not mate.
But, especially, because the computing machine 26 that zone controller carries from train periodically receives instantaneous position information, so identify that main system is that not mate described in the zone controller 50 of operation is inferred be caused by the wheel axle counter C of mistake.
It should be noted, now detective cell 30 remains on " operation " pattern by zone controller 50.First zone controller 50 will be attempted resetting detecting devices 30 (explanation provided as following), if whether failing-resetting and then decision are placed in " inoperation " pattern by described detecting devices 30.
Then zone controller 50 self initiates the replacement of wheel axle counter C.In step 140, zone controller 50 can ask R1 to ask the replacement of the state counter C for region 14B to interlocking computing machine 46 by sending to reset.
In step 150, after reception request R1, the replacement order C1 of the information that the wheel axle counter C that interlocking computing machine 40 sends relay area 14B must be reset.
At moment t2 place, in a step 160, detecting devices 30 receives and resets order C1.
In step 170, then detecting devices 30 starts the replacement of counting machine C.This is reset at moment t3 place and terminates.
In step 180, step 180 starts at moment t4 (offseting default time length after t 3) place, and the value of described change counter CV examined by detecting devices 30.
Time length D for the window of counting machine CV is more than or equal to the time length between moment t1 and t3.
Therefore, if change counter CV is 0, this means from moment t1, do not have train to enter described region when zone controller request resets.Therefore, described replacement is confirmed by detecting devices 30.Therefore, be in " free time " state in described region, moment t4 place, the currency of the wheel axle counter C that coupling resets.
In step 180 (Fig. 4), then detecting devices 30 sends the described replacement of instruction and to be successfully completed and described region is in the confirmation message M2 of described second " free time " state.
In step 190, after receipt message M2, the second state that interlocking computing machine 40 sends region 14B described in relaying is that the message M3 of the information of " free time " is to zone controller 50.
In step 200, the second state E2 of the first state E1 of described region 14B and described region 14B compares by zone controller 50.This two states keeps matching each other.Reset successfully.Importantly it should be noted that from the angle operated, pattern that detecting devices never enters " not serving (out of service) ".In other words, generally speaking remapping method has been completely transparent to operating personal, and will not the normal operation of interrupt system.
But, if change counter CV is not 0, this means that had train to enter described region 14B, the size of time length D is set to the transmission time contained between different sub-systems when zone controller 50 asks to reset from moment t1.
In this case, in step 180 (Fig. 5), described replacement is not detected equipment 30 and confirms, and therefore described in current time region remain " occupying " state.
Then detecting devices 30 sends the described replacement of instruction and does not complete and the failing-resetting message M4 that is still occupied of described region 14B.
In step 290, computing machine 40 of interlocking transfers to send to zone controller 50 the message M5 indicating described region 14B to be still occupied.
In step 300, zone controller 50 have recorded and unsuccessfully carried out resetting trial at least one times.At this moment, pattern that detecting devices 30 is placed in by zone controller 50 " without operation ", and in the step 310, zone controller 50 sends alert message MA to described ATS system.
In step 320, as receiving alarm message MA, ATS system shows alarm on one piece of screen of control unit.
Operating personal by doing confirmation gesture, such as, presses concrete button, or in touch-screen situation, by the screen area be associated with shown alarm, confirms the replacement of the state counter of detecting devices 30.In a step 330, this causes using supervisory systems to send initiation mandate MA1 to zone controller 50.
Complete accreditation really by described operating personal and can comprise different information generatoies, described different information generatoies permission operating personal confirmation region 14B is actually idle.
Zone controller 50 receives authorizes MA1, and once main detection system allows zone controller 30 to infer that region 14B is idle, then repeats different steps 140 to 180, then repeat step 190 and 200.
Once wheel axle counter is reset, detecting devices 30 indicates second state in described region for " free time ", the first state E1 of coupling the same area.When seeing this coupling, detecting devices 30 is reapposed over " operation " pattern (step 410) by zone controller 50, and send applicable message to ATS, close the alarm (step 420) be presented on described operating personal screen to allow the latter.
On sequential chart in figure 6, first three figure shows: at moment t1 place, and known is idle according to main system region 14B, and zone controller 50 sends the request of replacement; At moment t2 place, detecting devices 30 receives corresponding replacement request; And at moment t3 place, wheel axle counter is reset to 0 value.
Ensuing two figures show the situation of Fig. 4.Because in sliding window D, change counter CV has remained on 0 value between moment t3-D and moment t3, and the region 14B not having the wheel shaft of train to enter or leave to be detected, region 14B are actually idle.
At moment t4 place, then detecting devices sends and resets success message M2, that is, set the confirmation message of unit value (unitvalue).Therefore, " free time " state will be got back in described region.
Latter two figure of Fig. 6 shows the situation of Fig. 5.Because in sliding window D, change counter CV sets unit value between moment t3-D and moment t3, and a wheel shaft of train enters or leave the region 14B be detected, and described replacement is not identified and described region keeps the state that occupied.
At moment t4 place, detecting devices sends failing-resetting message M4, that is, set the confirmation message of 0 value.It should be noted that in that moment, detecting devices 30 counter reset CV.
Alternatively, when receiving replacement order, detecting devices can examine the currency of change counter CV for the first time.
If the currency of above-mentioned change counter is 0, then detecting devices enters and resets step 170, and at the end of replacement, as the description with reference to above-mentioned steps 180 second time examine the value of change counter CV.
On the contrary, if the currency of above-mentioned change counter is not 0, then detecting devices directly enters step 180 and sends failing-resetting message M4.
This method hinge structure level has the advantage of some.
Especially, as shown in Fig. 7 to Fig. 9, this method allows to reset under following operational scenario.
In the figure 7, be unkitted the train having the computing machine carried with car just travelling on network.Described train is parked in the region belonged to without the zone of approach of operating area.Prior art level cannot process this situation, because train is arranged in the zone of approach without operating area.Use above-mentioned this method, from detect described reset ask do not have train to enter described region between moment of being sent out and described replacement finish time after, described region Resume service.
In fig. 8, be equipped with the train carrying computing machine with car just travelling on network.Before described train is parked in the restricting signal in the region of the zone of approach belonging to inoperation region.Prior art level cannot process this situation, because train is arranged in the zone of approach in inoperation region.Use above-mentioned this method, from detect described reset ask moment of being sent out and described replacement to terminate moment between do not have train to enter described region after, described region Resume service.
In fig .9, be equipped with the train carrying computing machine with car just travelling on network.Described train (in described downstream without operating area) on the region of the zone of approach without operating area is mobile.Prior art level cannot process this situation, because train is arranged in the zone of approach without operating area.Use above-mentioned this method, from detect described reset ask moment of being sent out and described replacement to terminate moment between do not have train to enter described region after, described region Resume service.
This remapping method is simpler than existing known method, and except the replacement producing the failure of arranged quantity (concrete equals 1 in above-described embodiment) initiated by described zone controller is attempted, can not cause the increase of information to ATS system.Automatically complete first reset attempt, the speed reset than enforcement prior art method complete fast.But the more important thing is, automatic character eliminates the operating sequence for resetting will set up according to prior art level.
Claims (6)
1. one kind for resetting the method for a trackside detecting devices of electrical secondary system, described electrical secondary system is used for the occupancy in the region (14B) of detecting railway network, described electrical secondary system belongs to CBTC architecture, the instantaneous position of each train that described CBTC architecture also comprises for transmitting based on the computing machine carried by the train sailed with described network uplink detects the main system of the occupancy in described region, said method comprising the steps of:
Use a described trackside detecting devices (30) detection of described quadratic probing system to enter and/or leave the train of described region (14B), and the Article 2 periodically sending described region occupy information to zone controller (50);
Receiving at a described trackside detecting devices indicates after Article 2 that described region (14B) is in the described region of second " occupying " state (E2) occupies information, use described zone controller (50) to send (140) for replacement request of described trackside detecting devices, and sent by described main detection system occupy message for the Article 1 occupying described region and indicate described region simultaneously and be in first " free time " state (E1);
Receive (160) described replacement by a described trackside detecting devices (30) to ask; And
Reset (170) described trackside detecting devices,
It is characterized in that, at the end of the described replacement step for a described trackside detecting devices, a described trackside detecting devices is examined (180) and between described zone controller sends moment (t3) that the described moment (t1) resetting request and confirmation reset a described detecting devices, has not been detected train enter and/or leave described region (14B); A described trackside detecting devices sends in the yes case and resets success message (M2) to described zone controller (50), and sends failing-resetting message (M4) in the negative case to described zone controller.
2. method according to claim 1, it is characterized in that, after reception resets request, a described trackside detecting devices (30) examine described zone controller send the described moment (t1) resetting request with receive described reset not detected between moment (t2) of ordering train enter with/leave described region; In the yes case, a described trackside detecting devices performs described replacement step (170); And in the negative case, a described trackside detecting devices does not perform described replacement step, and send failing-resetting message (M4) to described zone controller (50).
3. method according to claim 1 and 2, it is characterized in that, be realized by the interlocking computing machine (40) as communication relay station from a described trackside detecting devices (30) to the uplink communication of described zone controller (50) with from described zone controller (50) to the downgoing communication of a described trackside detecting devices (30).
4. according to the method in any one of claims 1 to 3, it is characterized in that, a described trackside detecting devices (30) is connected to two axle sensor (28A, 28B), inlet sensor is positioned at the inlet boundary place in described region (14B), outlet sensor is positioned at the outlet boundary in described region, and the replacement of a described trackside detecting devices (30) forms by resetting wheel axle counter (C).
5. method according to any one of claim 1 to 4, it is characterized in that, a described trackside detecting devices (30) can keep upgrading the change counter (CV) for the change of the wheel number of axle detected over the region during sliding window, and the time depth relative to current time (D) of described sliding window is greater than moment (t3) the isolated time that moment (t1) of described zone controller being sent the request of replacement and a described trackside detecting devices receive the described replacement step of confirmation after the request of replacement.
6. method according to any one of claim 1 to 5, it is characterized in that, after the replacement of a described trackside detecting devices (30) of being carried out predetermined number by described zone controller (50) is attempted, when described zone controller (50) receives failing-resetting message (M4), described zone controller (50) sends the ATC system of alert message (MA) to described CBTC architecture for the replacement being confirmed described detecting devices by operating personal.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR1452293A FR3018759B1 (en) | 2014-03-19 | 2014-03-19 | METHOD FOR RESETTING AN EQUIPMENT TO THE TRACK OF A SECONDARY DETECTION SYSTEM |
| FR1452293 | 2014-03-19 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN104925089A true CN104925089A (en) | 2015-09-23 |
| CN104925089B CN104925089B (en) | 2018-11-27 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201510121899.7A Active CN104925089B (en) | 2014-03-19 | 2015-03-19 | Method for resetting a trackside equipment of quadratic probing system |
Country Status (8)
| Country | Link |
|---|---|
| EP (1) | EP2921369B1 (en) |
| CN (1) | CN104925089B (en) |
| BR (1) | BR102015006010B1 (en) |
| CA (1) | CA2885395C (en) |
| ES (1) | ES2629757T3 (en) |
| FR (1) | FR3018759B1 (en) |
| HK (1) | HK1209705A1 (en) |
| SG (1) | SG10201501982WA (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109941317A (en) * | 2017-12-20 | 2019-06-28 | 阿尔斯通运输科技公司 | The method for tracking the not vehicle equipped with wireless device of mileometer |
| CN109955874A (en) * | 2017-12-22 | 2019-07-02 | 阿尔斯通运输科技公司 | Zone controller reinitializes method and relevant train automatic controlling system |
| CN112491685A (en) * | 2020-12-31 | 2021-03-12 | 郑州铁路职业技术学院 | High-reliability subway signal transmission protection method |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR3066746B1 (en) | 2017-05-24 | 2019-07-19 | Alstom Transport Technologies | OPTIMIZED TRAFFIC MANAGEMENT SYSTEM OF A TRAIN AND ASSOCIATED CBTC SIGNALING SYSTEM |
| CN114802359B (en) * | 2021-01-27 | 2023-03-24 | 株洲中车时代电气股份有限公司 | Automatic benchmarking parking method, system and device for locomotive |
| CN113954922B (en) * | 2021-10-15 | 2023-10-20 | 浙江众合科技股份有限公司 | Train access section method suitable for full-line no-secondary train occupation detection equipment |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6694231B1 (en) * | 2002-08-08 | 2004-02-17 | Bombardier Transportation Gmbh | Train registry overlay system |
| DE102004038205B4 (en) * | 2004-08-05 | 2008-05-15 | Deutsche Bahn Ag | Method and arrangement for carrying out a driving operation of rail vehicles |
| US8200380B2 (en) * | 2009-05-19 | 2012-06-12 | Siemens Industry, Inc. | Method and apparatus for hybrid train control device |
| US8576114B2 (en) * | 2011-06-24 | 2013-11-05 | Thales Canada Inc. | Location of a transponder center point |
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2014
- 2014-03-19 FR FR1452293A patent/FR3018759B1/en active Active
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2015
- 2015-03-10 EP EP15158359.8A patent/EP2921369B1/en active Active
- 2015-03-10 ES ES15158359.8T patent/ES2629757T3/en active Active
- 2015-03-13 SG SG10201501982WA patent/SG10201501982WA/en unknown
- 2015-03-13 CA CA2885395A patent/CA2885395C/en active Active
- 2015-03-18 BR BR102015006010-6A patent/BR102015006010B1/en active IP Right Grant
- 2015-03-19 CN CN201510121899.7A patent/CN104925089B/en active Active
- 2015-10-27 HK HK15110574.6A patent/HK1209705A1/en unknown
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109941317A (en) * | 2017-12-20 | 2019-06-28 | 阿尔斯通运输科技公司 | The method for tracking the not vehicle equipped with wireless device of mileometer |
| CN109955874A (en) * | 2017-12-22 | 2019-07-02 | 阿尔斯通运输科技公司 | Zone controller reinitializes method and relevant train automatic controlling system |
| CN109955874B (en) * | 2017-12-22 | 2022-08-26 | 阿尔斯通运输科技公司 | Reinitializing method of zone controller and related automatic train control system |
| CN112491685A (en) * | 2020-12-31 | 2021-03-12 | 郑州铁路职业技术学院 | High-reliability subway signal transmission protection method |
Also Published As
| Publication number | Publication date |
|---|---|
| HK1209705A1 (en) | 2016-04-08 |
| BR102015006010A2 (en) | 2017-05-23 |
| EP2921369B1 (en) | 2017-05-10 |
| EP2921369A1 (en) | 2015-09-23 |
| CN104925089B (en) | 2018-11-27 |
| ES2629757T3 (en) | 2017-08-14 |
| SG10201501982WA (en) | 2015-10-29 |
| FR3018759B1 (en) | 2016-04-29 |
| FR3018759A1 (en) | 2015-09-25 |
| BR102015006010B1 (en) | 2022-06-07 |
| CA2885395A1 (en) | 2015-09-19 |
| CA2885395C (en) | 2022-08-23 |
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