CN109291958B - Protection method for counting shaft fault misoperation error clearing based on train counting - Google Patents
Protection method for counting shaft fault misoperation error clearing based on train counting Download PDFInfo
- Publication number
- CN109291958B CN109291958B CN201810830233.2A CN201810830233A CN109291958B CN 109291958 B CN109291958 B CN 109291958B CN 201810830233 A CN201810830233 A CN 201810830233A CN 109291958 B CN109291958 B CN 109291958B
- Authority
- CN
- China
- Prior art keywords
- nivb
- fault
- section
- counting
- train
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- 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 vehicle trains
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses a protection method for error clearing of a faulty operation of a counting shaft based on train counting, which is characterized in that for direct resetting operation of the counting shaft, a ZC judges whether the direct resetting operation of the counting shaft is correct or not in a mode of counting the number of trains possibly existing in an NIVB by combining an NTVB/SVB and an NIVB on a faulty counting shaft section, only when the count in the NIVB is '0', the ZC can use the clearing state information of the faulty section after executing the direct resetting of the counting shaft of the faulty counting shaft section to be in a clearing state, and when the NIVB only covers the faulty section, the ZC can delete the NIVB on the faulty section. The invention realizes the conflict detection between the possible situations of the actual train on the operation line and the direct resetting operation of the counting shaft of the working personnel, performs secondary protection and inspection on the correctness of the direct resetting of the manual operation counting shaft (especially when the counting shaft has a large-area fault), and reduces the safety problem caused by the train loss due to the misoperation of the working personnel.
Description
Technical Field
The invention relates to a rail transit technology, in particular to a CBTC control system.
Background
In a track traffic CBTC control system, trackside equipment distinguishes and tracks a train according to whether the train can report train position information to the trackside equipment in real time:
NIVB: there may be one or more trains in the area that are not capable of train location reporting;
NTVB (non-volatile liquid B): only one train which is identified but can not report the train position exists in the area;
TVB: only one communication train capable of continuously reporting the effective position of the train exists in the area;
SVB: only one dormant train exists in the area;
when new zone occupation states occur in areas outside the range of all managed trains (including NIVB, TVB, NTVB and SVB) except the CBTC entrance, the ZC can judge that the secondary train occupation detection equipment has faults.
After judging that the axle counting section has a fault, the ZC does not directly increase an NIVB identifier for the fault section, and if the first vehicle close to the fault section is a TVB train, the normal operation of the TVB train is not influenced; if the first vehicle approaching the fault section is a non-TVB train, the non-TVB train is stuck before the fault section and then is split into two NIVB trains for tracking, and the corresponding schematic diagram is shown in fig. 1.
If an NTVB/SVB train approaches and drives through the fault section again, the NTVB/SVB and the NIVB on the fault axle counting section are combined into an NIVB, when workers perform axle counting direct reset on the fault section within the range of the NIVB, the fault axle counting section becomes a clear state, ZC considers that no train exists on the fault section and the fault is recovered, and the NIVB on the section is deleted (for all the NIVB, ZC completely trusts the clear result given by the axle counting).
After the axle counting is failed, if a subsequent NTVB/SVB train which approaches and drives the failed section again is available, the NTVB/SVB and the NIVB on the failed axle counting section are merged into one NIVB, if the staff carries out axle counting direct reset on the failed section in the range of the NIVB, and the failed axle counting section becomes a clear state, the ZC considers that no train is in the section and directly deletes the NIVB on the failed section, and the possibility of having a train on the failed section exists in fact under the condition that the NIVB on the NTVB/SVB and the NIVB on the failed axle counting section are merged into one NIVB, at the moment, if the ZC judges that no train is directly deleted according to the clear information given by the axle counting, the possibility that the subsequent train collides with the train on the failed section is possibly caused, and the operation capacity on a rail transit safety accident or a line is greatly reduced and even blocked.
Disclosure of Invention
The invention aims to solve the technical problem of providing a method for protecting the counting of the train when the error operation of the counting shaft faults is cleared, which is used for protecting the counting shaft faults when the error operation of the counting shaft faults is cleared and ensuring the safe operation of the train.
In order to solve the technical problems, the invention adopts the following technical scheme: a protection method for error clearing of a faulty operation of a counting shaft based on train counting is characterized in that for direct resetting operation of the counting shaft, a ZC judges whether the direct resetting operation of the counting shaft is correct or not in a mode of counting the number of trains possibly existing in an NIVB by combining an NTVB/SVB and an NIVB on a faulty counting shaft section, only when the count in the NIVB is '0', the ZC can use clearing state information of the faulty section after the faulty counting shaft section which is directly reset is executed and is changed into a clearing state, and when the NIVB only covers the faulty section, the ZC can delete the NIVB on the faulty section; a non-TVB train approaches and passes through a fault section, the non-TVB train firstly adheres and then splits after encountering the fault section, a NIVB is established by the ZC for tracking the shaft counting fault section, a train counting function is started by the ZC aiming at the NIVB in the fault section, and the number of the trains of the NIVB in the fault section is counted as '0'; an NTVB/SVB train enters a fault section, and after the NTVB/SVB train and the existing NIVB on the fault section are combined into an NIVB, the ZC counts the number of the NIVB trains on the fault section as '1'; as the trains are running, the ZC keeps the number of trains at NIVB on the faulted section at "1"; the staff carries out direct reset of the axle counting in the fault section, and the fault axle counting section is changed into a clear state; the ZC judges whether the counting shaft goes out of the fault or not according to the number of the trains of the NIVB on the fault section and the output state of the fault counting shaft section; because the number of the trains of the NIVB on the fault section is not 0, the ZC determines that the counting shaft goes clear of the fault and gives an alarm to a central man-machine interface for prompting, and the ZC does not use the clear state information of the fault section; the NIVB is split into NIVB _1 and NIVB _2, and after the ZC detects that the NIVB is split, the number of trains of the NIVB _1 in a fault section after the splitting is reset to be 0; the staff carries out direct reset of the axle counting for the fault section, and the fault axle counting section is changed into a clear state; the ZC judges whether the counting shaft goes out of the fault or not according to the number of trains of the NIVB _1 in the fault section and the out-of-clear state of the fault counting shaft section; because the number of trains of the NIVB _1 in the fault section is '0', the ZC determines that the counting shaft is clear without fault, and the ZC can use the clear state information of the fault section; wherein NTVB represents: there is only one train in this area that was identified but has not been able to report its location, SVB indicates: there is only one train in the zone that is dormant, NIVB indicates: there may be one or more trains in the area that are not capable of train location reporting, TVB represents: there is only one communication train in the area that can continuously report the effective position of the train.
The technical scheme adopted by the invention can detect the conflict between the possible situation of the actual train on the operation line and the direct resetting operation of the counting shaft of the worker, perform secondary protection and check on the correctness of the direct resetting of the manual operation counting shaft (especially when the counting shaft has a large-area fault), and reduce the safety problem caused by the train loss due to the misoperation of the worker.
The following detailed description of the present invention will be provided in conjunction with the accompanying drawings.
Drawings
The invention is further described with reference to the accompanying drawings and the detailed description below:
fig. 1 is a schematic diagram of a non-TVB train which is stuck first and then split into two NIVB for tracking after encountering a fault section.
FIG. 2 is a schematic diagram of the combination of the NTVB/SVB and the NIVB on the axle counting fault section into one NIVB.
Detailed Description
For direct resetting operation of the metering shaft, a ZC judges whether the direct resetting operation of the metering shaft is correct or not in a mode of counting the number of trains possibly existing in an NIVB formed by combining an NTVB/SVB and an NIVB on a fault metering shaft section, only when the count in the NIVB is 0, the ZC can use the clearing state information of the fault section after the direct resetting of the metering shaft is executed and the fault metering shaft section is changed into a clearing state, and when the NIVB only covers the fault section, the ZC can delete the NIVB on the fault section.
The protection method for the faulty operation and error clearing of the axle counting fault based on the train counting according to the invention is specifically described below with reference to fig. 1 and 2.
The whole protection process when the faulty operation of the axle counting based on the train counting is cleared is as follows:
the method comprises the following steps: as shown in fig. 1, a non-TVB train approaches and passes through the fault section, the non-TVB train is stuck and then split after encountering the fault section, the ZC tracks an NIVB on the axle counting fault section, the ZC starts a train counting function for the NIVB on the fault section, and counts the number of NIVB trains on the fault section as "0";
step two: as shown in scenario a/b in fig. 2, after an NTVB/SVB enters the fault section and is merged with the existing NIVB in the fault section into an NIVB (corresponding to scenario b), ZC counts the number of trains in the NIVB in the fault section as "1";
step three: as shown in scenario b/c/d/e in fig. 2, as the train is running, the ZC keeps the number of trains in NIVB on the faulty zone at "1";
step four: the staff carries out direct reset of the axle counting in the fault section, and the fault axle counting section is changed into a clear state;
step five: the ZC judges whether the counting shaft goes out of the fault or not according to the number of the trains of the NIVB on the fault section and the output state of the fault counting shaft section; because the number of the trains of the NIVB in the fault section is not 0, the ZC determines that the counting shaft goes out of the fault and gives an alarm to a central man-machine interface for prompting, and the ZC does not use the information of the coming-out state of the fault section, namely aiming at a scene c, the ZC does not delete the NIVB in the fault section; for scenario b, ZC does not shorten NIVB to the left boundary of the fault zone; for scenario d/e, ZC will not shorten NIVB to the right boundary of the fault zone;
step six: as shown in a scene f in fig. 2, the NIVB is split into NIVB _1 and NIVB _2, and after detecting that the NIVB is split, the ZC resets the number of trains of the NIVB _1 in the split fault section to "0" (NIVB _2 in the non-fault section, and the ZC does not start the train counting function);
step seven: the staff carries out direct reset of the axle counting for the fault section, and the fault axle counting section is changed into a clear state;
step eight: the ZC judges whether the counting shaft goes out of the fault or not according to the number of trains of the NIVB _1 in the fault section and the out-of-clear state of the fault counting shaft section; since the number of trains of NIVB _1 on the fault section is "0", the ZC determines that there is no fault in the counting shaft, and the ZC may use the clear status information of the fault section, that is, for the scenario f, the ZC may delete NIVB _1 on the fault section.
The invention has the advantages that:
1. the system processing is simple, and the ZC can optimize and solve the problem on the premise of not influencing the existing train tracking mode;
2. the conflict detection of the possible situation of the actual train on the operation line and the direct resetting operation of the counting shaft of the worker is realized, the secondary protection and check are carried out on the correctness of the direct resetting of the manual operation counting shaft (especially when the counting shaft has a large-area fault), and the safety problem caused by the train loss due to the misoperation of the worker is reduced;
3. the ZC starts the train counting function only in the axle counting fault section, and can achieve the aim of solving the problem of error clearing when the axle counting fault is in misoperation;
4. the method does not need to judge the clearing fault of the axle counting after the NIVB is split, improves the safety possibly caused by the direct reset of the manually operated axle counting, and does not influence the usability of the direct reset function of the axle counting in engineering application.
While the invention has been described with reference to specific embodiments, it will be understood by those skilled in the art that the invention is not limited thereto, and may be embodied in other forms without departing from the spirit or essential characteristics thereof. Any modification which does not depart from the functional and structural principles of the present invention is intended to be included within the scope of the claims.
Claims (1)
1. A protection method for counting shaft fault misoperation error clearing based on train counting is characterized in that: for direct resetting operation of the metering shaft, the ZC judges whether the direct resetting operation of the metering shaft is correct or not in a mode of counting the number of trains possibly existing in an NIVB formed by combining an NTVB/SVB and an NIVB on a fault metering shaft section, only when the count in the NIVB is '0', the ZC can use the clear state information of the fault section after the direct resetting fault metering shaft section of the metering shaft is changed into a clear state, and when the NIVB only covers the fault section, the ZC can delete the NIVB on the fault section; a non-TVB train approaches and passes through a fault section, the non-TVB train firstly adheres and then splits after encountering the fault section, a NIVB is established by the ZC for tracking the shaft counting fault section, a train counting function is started by the ZC aiming at the NIVB in the fault section, and the number of the trains of the NIVB in the fault section is counted as '0'; an NTVB/SVB train enters a fault section, and after the NTVB/SVB train and the existing NIVB on the fault section are combined into an NIVB, the ZC counts the number of the NIVB trains on the fault section as '1'; as the trains are running, the ZC keeps the number of trains at NIVB on the faulted section at "1"; the staff carries out direct reset of the axle counting in the fault section, and the fault axle counting section is changed into a clear state; the ZC judges whether the counting shaft goes out of the fault or not according to the number of the trains of the NIVB on the fault section and the output state of the fault counting shaft section; because the number of the trains of the NIVB on the fault section is not 0, the ZC determines that the counting shaft goes clear of the fault and gives an alarm to a central man-machine interface for prompting, and the ZC does not use the clear state information of the fault section; the NIVB is split into NIVB _1 and NIVB _2, and after the ZC detects that the NIVB is split, the number of trains of the NIVB _1 in a fault section after the splitting is reset to be 0; the staff carries out direct reset of the axle counting for the fault section, and the fault axle counting section is changed into a clear state; the ZC judges whether the counting shaft goes out of the fault or not according to the number of trains of the NIVB _1 in the fault section and the out-of-clear state of the fault counting shaft section; because the number of trains of the NIVB _1 in the fault section is '0', the ZC determines that the counting shaft is clear without fault, and the ZC can use the clear state information of the fault section; wherein NTVB represents: there is only one train in this area that was identified but has not been able to report its location, SVB indicates: there is only one train in the zone that is dormant, NIVB indicates: there may be one or more trains in the area that are not capable of train location reporting, TVB represents: there is only one communication train in the area that can continuously report the effective position of the train.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810830233.2A CN109291958B (en) | 2018-07-24 | 2018-07-24 | Protection method for counting shaft fault misoperation error clearing based on train counting |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810830233.2A CN109291958B (en) | 2018-07-24 | 2018-07-24 | Protection method for counting shaft fault misoperation error clearing based on train counting |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN109291958A CN109291958A (en) | 2019-02-01 |
| CN109291958B true CN109291958B (en) | 2020-08-18 |
Family
ID=65168144
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201810830233.2A Active CN109291958B (en) | 2018-07-24 | 2018-07-24 | Protection method for counting shaft fault misoperation error clearing based on train counting |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN109291958B (en) |
Citations (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN86103414A (en) * | 1986-05-20 | 1987-01-31 | 铁道部通信信号公司西安器材研究所 | Microcomputer axle-counting close device |
| US4787581A (en) * | 1984-08-24 | 1988-11-29 | Alcatel N.V. | Train detection system operating in accordance with the axle-counting principle |
| JPH0616131A (en) * | 1992-06-30 | 1994-01-25 | East Japan Railway Co | Route control device |
| CN1086181A (en) * | 1992-10-01 | 1994-05-04 | 西门子公司 | The calibrating method of erros of axle-counting device in railway and equipment thereof |
| CN102101483A (en) * | 2010-12-27 | 2011-06-22 | 深圳思量微系统有限公司 | Sensor structure for monitoring track axle |
| CN102566442A (en) * | 2011-12-29 | 2012-07-11 | 北京交控科技有限公司 | CBTC (Communications Based Train Control) signal system simulation testing platform |
| CN102826106A (en) * | 2012-08-10 | 2012-12-19 | 西南交通大学 | Method for judging safety protection positions of trains in sections by train control center in passenger transport line |
| CN104260761A (en) * | 2014-08-20 | 2015-01-07 | 北京交控科技有限公司 | An orbital tracking method |
| CN104661890A (en) * | 2012-09-27 | 2015-05-27 | 西门子公司 | Method and arrangement for monitoring a route section which is bounded by two axle-counting sensor units |
| CN104724144A (en) * | 2015-01-28 | 2015-06-24 | 卡斯柯信号有限公司 | Automatic calculation and calibration method for parking in shunting operation process |
| CN108163011A (en) * | 2017-12-26 | 2018-06-15 | 大连奇辉计算机网络有限公司 | A kind of railroad train self-correcting axle counting method and system |
-
2018
- 2018-07-24 CN CN201810830233.2A patent/CN109291958B/en active Active
Patent Citations (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4787581A (en) * | 1984-08-24 | 1988-11-29 | Alcatel N.V. | Train detection system operating in accordance with the axle-counting principle |
| CN86103414A (en) * | 1986-05-20 | 1987-01-31 | 铁道部通信信号公司西安器材研究所 | Microcomputer axle-counting close device |
| JPH0616131A (en) * | 1992-06-30 | 1994-01-25 | East Japan Railway Co | Route control device |
| CN1086181A (en) * | 1992-10-01 | 1994-05-04 | 西门子公司 | The calibrating method of erros of axle-counting device in railway and equipment thereof |
| CN102101483A (en) * | 2010-12-27 | 2011-06-22 | 深圳思量微系统有限公司 | Sensor structure for monitoring track axle |
| CN102566442A (en) * | 2011-12-29 | 2012-07-11 | 北京交控科技有限公司 | CBTC (Communications Based Train Control) signal system simulation testing platform |
| CN102826106A (en) * | 2012-08-10 | 2012-12-19 | 西南交通大学 | Method for judging safety protection positions of trains in sections by train control center in passenger transport line |
| CN104661890A (en) * | 2012-09-27 | 2015-05-27 | 西门子公司 | Method and arrangement for monitoring a route section which is bounded by two axle-counting sensor units |
| CN104260761A (en) * | 2014-08-20 | 2015-01-07 | 北京交控科技有限公司 | An orbital tracking method |
| CN104724144A (en) * | 2015-01-28 | 2015-06-24 | 卡斯柯信号有限公司 | Automatic calculation and calibration method for parking in shunting operation process |
| CN108163011A (en) * | 2017-12-26 | 2018-06-15 | 大连奇辉计算机网络有限公司 | A kind of railroad train self-correcting axle counting method and system |
Also Published As
| Publication number | Publication date |
|---|---|
| CN109291958A (en) | 2019-02-01 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN106585674B (en) | A kind of full-automatic means of defence and system of Train Dynamic test | |
| CN108216305B (en) | ZC, control method thereof and automatic train control system | |
| CN107878513A (en) | A kind of unsceptered rescue mode of crewless train | |
| KR101745505B1 (en) | Inter-train connection topology integrity management scheme of the ATS for the train-centric train control system | |
| CN110936981A (en) | Method for setting junctor axle counting point of urban rail transit signal system | |
| CN105257141A (en) | Garage door control method and system suitable for full-automatic driving | |
| CN114148377B (en) | Train control method, device, equipment and storage medium based on lockout point | |
| CN111114586A (en) | Method for setting axle counting point with short distance of urban rail transit tie line | |
| CN103158739B (en) | Method and device for dynamically handling railway track bad shunting | |
| CN113734238A (en) | Unlocking method and system for protecting section based on improvement of train operation safety | |
| CN107244336A (en) | Side blow protector and method based on secondary detection device directional information | |
| CN105083321A (en) | Axle counting system based on rail transit and method for solving poor shunting of track | |
| CN114179872B (en) | Remote RM switching method for full-automatic running train | |
| CN204937150U (en) | Based on the axle counting system of track traffic | |
| CN109291958B (en) | Protection method for counting shaft fault misoperation error clearing based on train counting | |
| CN113942550A (en) | Method and device for protecting lateral turnout intrusion limit of train | |
| Chen et al. | Architecture design of a novel train-centric CBTC system | |
| CN106696991A (en) | Safety protection method and system for point-level train | |
| CN107878514B (en) | Safety processing method and system for faults of automatic train driving ATO equipment | |
| CN104590322B (en) | A kind of method utilizing TDCS to produce construction of railways protective alarming | |
| CN117302296A (en) | Method and device for determining fault occupation of shaft counting section | |
| HIRAGURI et al. | Train control system for secondary lines using radio communications in specific area | |
| CN115366948B (en) | Train position abnormity management method, device and medium based on automatic train protection | |
| KR102286475B1 (en) | Recovery method of auto/driverless train location data | |
| JP2016199057A (en) | Train control system, on-board device, ground control device |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |