CN110194201B - Train control grade conversion system and method thereof - Google Patents
Train control grade conversion system and method thereof Download PDFInfo
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- CN110194201B CN110194201B CN201910538239.7A CN201910538239A CN110194201B CN 110194201 B CN110194201 B CN 110194201B CN 201910538239 A CN201910538239 A CN 201910538239A CN 110194201 B CN110194201 B CN 110194201B
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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
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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
Abstract
The invention discloses a train control grade conversion system and a method thereof in the technical field of train control. The method comprises the following steps: 1. the CTCS-2 station train control center identifies the state of a polar relay in the semi-automatic block direction-changing logic circuit to form a CTCS-2 station train receiving and dispatching state; 2. when the CTCS-2 station starts, modifying the train speed monitoring curve by adding and modifying the parameters of the reverse running message; when the CTCS-2 station is laterally connected, a speed limit point is set at a grade switching point to modify a train speed monitoring curve, a train passes through the boundary of the CTCS-2 station and the CTCS-0 station according to the speed limit of the train speed monitoring curve, and meanwhile, a train-mounted device completes the switching of a CTCS-2 system and a CTCS-0 system. The invention has the beneficial effects that: under the condition that the existing two stations are maintained to be semi-automatically blocked, no track circuit exists between the two stations, and no reconstruction project is added to the CTCS-0 station, the train is switched between the CTCS-0 train control system and the CTCS-2 train control system without stopping, the speed is stably transited in the switching process, and the train transportation efficiency is improved.
Description
Technical Field
The invention relates to the technical field of train control, in particular to a train control grade conversion system and a method thereof.
Background
The CTCS (Chinese Train Control System) is a Chinese Train operation Control system, which has two subsystems, namely a vehicle-mounted subsystem and a ground subsystem. The ground subsystem may consist of: a transponder, a track circuit, a wireless communication network (GSM-R), a Train Control Center (TCC)/Radio Block Center (RBC). Where GSM-R does not belong to a CTCS device but is an important component.
The transponder is a transmission device capable of sending message information to the vehicle-mounted subsystem, and can transmit fixed information and can also be connected with the trackside unit to transmit variable information.
The track circuit has the functions of track occupation inspection and continuous ground vehicle information transmission along the track, and adopts ZPW-2000 series track circuit or digital track circuit.
The wireless communication network (GSM-R) is a train-ground communication system for bidirectional information transmission between a train-mounted subsystem and a train control center.
The train control center is a control system based on a safety computer, generates train running permission commands according to ground subsystems or information from external ground systems, such as track occupation information, interlocking states and the like, and transmits the train running permission commands to the vehicle-mounted subsystem through a train-ground information transmission system, so that the running safety of trains managed by the train control center is ensured.
The onboard subsystem may consist of: CTCS vehicle-mounted equipment and a wireless system vehicle-mounted module.
The CTCS vehicle-mounted equipment is a control system based on a safety computer, and controls the train to run by exchanging information with a ground subsystem.
The wireless system vehicle-mounted module is used for the vehicle-mounted subsystem and the train control center to carry out bidirectional information exchange.
In order to ensure the safe operation of the train, the five grades of 0-4 are divided to meet the transportation requirements of different lines. The ground signal equipment and vehicle-mounted equipment applied to the current trunk railway are defined as 0 grade, the 0 grade is composed of general locomotive signals and a train operation monitoring device, the control mode of the 0 grade is a target distance type, on the basis of the existing ground signal equipment, line data are all stored in the vehicle-mounted equipment in a large storage mode, the required line data are called by a logical inference address, a target distance type braking curve is obtained by combining the performance calculation of the train, and the method is suitable for the highest operation speed of the train being 160km/h or below.
The CTCS-1 level is composed of a main body locomotive signal and an enhanced operation monitoring device, the control mode is a target distance type facing to a section below 160km/h, all line data are stored in vehicle-mounted equipment in a large storage mode, required line data are called by a logic inference address, and a target distance type braking curve is obtained by combining train performance calculation. Point type equipment is added near a station, and the train operation safety monitoring function is realized. And the track circuit is utilized to complete the train occupancy detection and integrity check, and control information is continuously transmitted to the train.
The CTCS-2 stage is composed of a track circuit and a point transponder, and is used for transmitting ground information to a vehicle-mounted device and adopting a target distance control mode (also called continuous primary speed control). The target distance control mode determines a train braking curve according to the target distance, the target speed and the performance of the train.
The CTCS-2 level adopts a blocking mode called a quasi-moving blocking mode, a tracking target point of the quasi-moving blocking mode is the starting end of a blocking zone occupied by a front train, a certain safety distance is reserved, and a calculation point of a primary braking curve of a rear train from the highest speed is determined according to the target distance, the target speed and the performance of the train. The target point is relatively fixed and does not change along with the running of the front train in the same block subarea, and the starting point of braking changes along with the difference of the line parameters and the performance of the train. The length of the space interval is not fixed, and is distinguished from the moving block, so that the space interval is called a quasi-moving block, and the tracking operation interval is smaller than that of a fixed block.
The CTCS-3 level is a train operation control system based on wireless communication (such as GSM-R), a track circuit completes train occupancy detection and integrity check, and a point information device provides positioning reference information for distance measurement correction of a train. The wireless communication system realizes continuous and bidirectional information transmission between a ground and a workshop, and the driving permission is generated by the ground train control center and is transmitted to the vehicle through the wireless communication system.
CTCS-level 4 is a train operation control system based entirely on wireless communication (e.g., GSM-R). The train occupation detection and integrity check are finished by a ground Radio Block Center (RBC) and vehicle-mounted equipment, and the point information equipment provides positioning reference information used for ranging correction of the train. And a target distance control mode is adopted, and the train runs in a moving blocking or virtual blocking mode.
In the prior art, if a motor train unit is started on an existing CTCS-0 train control level line, the train control level needs to be upgraded from the CTCS-0 level to the CTCS-2 level. In order to enable the trains to be interconnected and run, a CTCS-0 station adjacent to a CTCS-2 station needs to ensure that the trains are switched between the CTCS-0 and CTCS-2 train control levels without stopping on the premise of maintaining a CTCS-0 train control system, so that the CTCS-0 station needs to be transformed, and the method mainly comprises the following steps: the CTCS-0 station is provided with train control center equipment for sending temporary speed limit information to the jurisdiction range of the CTCS-2 station; the CTCS-0 station train control center is directly interfaced and communicated with the CTCS-2 station train control center, so that the function of changing the running direction of two trains is realized; when the block system between the CTCS-2 station and the CTCS-0 station is upgraded to automatic block, the communication is required to be established through a signal machine, a section transponder group and a track circuit, and the setting diagram of the existing train control grade switching transponder is shown in fig. 2. However, some stations do not have transformation conditions, and the transformation project has the disadvantages of large workload, large construction difficulty, long construction period and high investment cost.
Disclosure of Invention
The invention aims to overcome the defects in the prior art, and provides a new train control grade conversion method by resetting a track circuit and a responder between a CTCS-0 train control system station and an adjacent CTCS-2 train control system station.
In order to achieve the above purpose, the invention provides the following technical scheme:
a train control grade conversion system comprises CTCS-0 ground signal equipment, CTCS-0 vehicle-mounted equipment, CTCS-2 vehicle-mounted devices, CTCS-2 train control centers and a semi-automatic blocking direction-changing logic circuit, and is characterized by also comprising a train control grade conversion device which comprises a plurality of CTCS-2 transponder groups, a track circuit, CTCS-2 station incoming signal machines, CTCS-2 station outgoing signal machines and CTCS-0 station incoming signal machines,
a plurality of CTCS-2 transponder groups in the train control level conversion device are arranged in a section where a track circuit of a CTCS-2 station incoming signal machine is located;
and a trackless circuit is arranged between the track circuit of the CTCS-2 station signal machine and the track circuit of the CTCS-0 station signal machine.
The CTCS-2 transponder group in the train control level conversion device is five groups, wherein three groups of transponder groups comprise active transponders, the first group of transponder groups comprising the active transponders are arranged on the boundary of the track circuit and the trackless circuit of the CTCS-2 inbound signal, the second group of transponder groups comprising the active transponders are arranged in a section which is 30m away from the CTCS-2 inbound signal, and the third group of transponder groups comprising the active transponders are arranged in a section which is more than or equal to 20m away from the CTCS-2 outbound signal.
The transponder group includes: the first transponder group, the fourth transponder group and the fifth transponder group respectively comprise an active transponder and a passive transponder, the second transponder group and the third transponder group comprise passive transponder groups, the first transponder group, the second transponder group, the third transponder group, the fourth transponder group and the fifth transponder group are sequentially arranged in a section where a track circuit of a CTCS-2 station entrance annunciator is located,
the first transponder group is arranged on the boundary of a track circuit and a trackless circuit of the CTCS-2 station-entering annunciator, the distance between adjacent transponders in the first transponder group is greater than the minimum distance linked by the transponder group, and the distance between the first transponder group and the second transponder group is greater than the minimum distance linked by the transponder group; the distance between the first transponder group and the third transponder group is more than 450 m; the distance between the second transponder group and the third transponder group is greater than the distance between the second transponder group and the third transponder group when the train runs at the highest running speed for 5s, and is greater than the minimum distance between the two adjacent transponder groups; the distance between the fourth transponder group and the third transponder group is greater than the distance that the train runs for 5s at the highest running speed, and is greater than the minimum distance of the transponder group link, and the minimum distance of the transponder group link is 200 m.
The distance between the fourth transponder group and the CTCS-2 station signal is 30m, and the distance between the fifth transponder group and the CTCS-2 station signal is 65 m.
The first responder group is used for sending line parameters and temporary speed limit information; the second responder group is used for sending line parameters and grade conversion forecast information in the CTCS-2 grade area; the third transponder group is used for sending a fixed conversion execution instruction to the train-mounted device; the fourth responder group is used for sending line parameters and grade conversion forecast information in the CTCS-0 grade area; the fifth responder group is used for sending the line parameters and temporary speed limit information of the throat area when sending; the throat area is formed in the area where the first transponder group, the second transponder group, the third transponder group, the fourth transponder group, the CTCS-2 incoming signal machine and the CTCS-2 outgoing signal machine are located.
A train control system level conversion method comprises the following steps:
s101, a plurality of transponder groups in the train control level conversion device are arranged in a track circuit section of the CTCS-2 station signal, and no track circuit, no passing signal machine and no transponder group are arranged between the track circuit of the CTCS-2 station signal and the track circuit of the CTCS-0 station signal;
s102, a CTCS-2 station train control center identifies the state of a polar relay in a semi-automatic block direction-changing logic circuit to form a CTCS-2 station departure state, and the CTCS-2 station train control center sends a train permission message to a train CTCS-2 vehicle-mounted device according to the CTCS-2 station departure state, so that the train CTCS-2 vehicle-mounted device runs from the CTCS-2 station to a CTCS-0 station under the monitoring of a CTCS-2 control system according to the train permission message;
s103, when the departure state of the CTCS-2 station is formed and the train runs from the CTCS-2 station to the CTCS-0 station, a CTCS-2 track circuit in a throat area transmits a JC code to a train CTCS-2 vehicle-mounted device, and the transponder group in the train control grade conversion device sends out virtual reverse running message parameters to modify the train speed monitoring curve in the departure direction, the train CTCS-2 vehicle-mounted device passes through the throat area according to the JC code, and the highest allowable speed of the train speed monitoring curve passes through the boundaries of the CTCS-2 region and the CTCS-0 region according to the departure direction, when the train passes through the boundary between the CTCS-2 region and the CTCS-0 region, the train-mounted device is converted into CTCS-0 from CTCS-2, and the throat area is the region where a plurality of transponder groups, CTCS-2 incoming signal machines and CTCS-2 outgoing signal machines are located in the train control grade conversion device.
The CTCS-2 station entering signal machine X port polar relay keeps positioning and sucking up all the time, the station entering signal machine XN port polar relay keeps reverse position and falling down all the time, and a CTCS-2 station departure state is formed, and a CTCS-2 station train control center forms a CTCS-2 station side line departure state according to a side line departure instruction;
the method is characterized in that a polar relay at an X port of an incoming signal machine always keeps a positioning and sucking state and is realized by FFJ excitation sucking and ZFJ field loss dropping, and the FFJ excitation sucking and the ZFJ field loss dropping are realized by KTJ excitation sucking and TJJ field loss dropping; the state that the pole relay of the XN port of the station-entering signal machine always keeps the reverse position falling is realized by ZFJ excitation suction and FFJ field loss falling, and the ZFJ excitation suction and the FFJ field loss falling are realized by KTJ excitation suction and TJJ field loss falling.
The method for modifying the train speed monitoring curve in the departure direction by sending out the virtual reverse running message parameters by the responder group in the train control level conversion device comprises the following steps: and adding interval reverse running messages at the active transponder group of the outbound signal machine and the active transponder group of the inbound signal machine on the positive line, wherein the L _ REVERSEAREA parameter in the interval reverse running messages adopts virtual data, and sequentially virtualizing the trackless circuit section into a plurality of track circuit sections.
A train control system level conversion method comprises the following steps:
s201, arranging a plurality of transponder groups in the train control level conversion device in a track circuit section of a CTCS-2 station signal, wherein no track circuit, no passing signal machine and no transponder group are arranged between the track circuit of the CTCS-2 station signal and the track circuit of the CTCS-0 station signal;
s202, a CTCS-2 station train control center identifies the state of a pole relay in a semi-automatic block direction-changing logic circuit to form a CTCS-2 station side line receiving state, and a train CTCS-0 vehicle-mounted device runs from a CTCS-0 station to a CTCS-2 station under the monitoring of a CTCS-0 station control system;
s203, when a CTCS-2 station side train receiving state is formed and a train runs from a CTCS-0 station to a CTCS-2 station, setting speed limits for a responder group positioned at the boundary of a CTCS-0 area and a CTCS-2 area in the train control grade conversion device to modify a train speed monitoring curve in the train receiving direction, enabling the train to pass through the boundary of the CTCS-0 area and the CTCS-2 area according to the highest allowed speed of the train speed monitoring curve in the train receiving direction, and converting the train-mounted device from CTCS-0 to CTCS-2 when the train passes through the boundary of the CTCS-0 area and the CTCS-2 area.
The pole relay of the X port of the CTCS-2 station-entering signal machine in the semi-automatic blocking direction-changing logic circuit keeps falling in a reverse position all the time, and the pole relay of the XN port of the CTCS-2 station-entering signal machine keeps being positioned and sucked up all the time, so that a CTCS-2 station-receiving state is formed;
the method is characterized in that a CTCS-2 station-entering signal machine X port polar relay always keeps a reverse position falling state and is realized by FFJ (fringe field switching) loss falling and ZFJ (zero field switching) excitation suction, and the FFJ loss falling and ZFJ excitation suction are realized by KTJ loss falling and TJJ excitation suction; the CTCS-2 station-entering signal machine XN port polarized relay always keeps the positioning and sucking state through FFJ excitation sucking and ZFJ field loss falling, and the FFJ excitation sucking and ZFJ field loss falling is realized through TJJ excitation sucking and KTJ field loss falling.
When a CTCS-2 station side train receiving state is formed and a train runs from a CTCS-0 station to a CTCS-2 station, the method for modifying the train speed monitoring curve in the train receiving direction by setting the speed limit of a transponder group positioned at the boundary of a CTCS-2 area and a CTCS-0 area in the train control level conversion device comprises the following steps: and setting the transponder group positioned on the boundary of the CTCS-2 area and the CTCS-0 area in the train control level conversion device as a speed limit point, wherein the limited speed is not more than the highest allowable speed of a speed monitoring curve of the CTCS-2 vehicle-mounted device at the speed limit point.
Compared with the prior art, the invention has the beneficial effects that:
1. the semi-automatic block of the two existing stations is maintained, no signal machine passes through the interval, no transponder group and track circuit pass through the interval, no reconstruction project is added to the CTCS-0 station, and the project amount and the construction difficulty are reduced.
2. And designing a semi-automatic block direction-changing logic circuit control logic conforming to the acquisition rule of the CTCS-2 train control center again, and forming a train receiving state and a train sending state of the CTCS-2 station by acquiring the state of a key relay in the semi-automatic block direction-changing logic circuit of the CTCS-2 station, so that the CTCS-2 station train control center controls the information sending direction of the active transponder and the track circuit.
3. When the train is sent out at the CTCS-2 station, a JC code is set in a throat area, and a reverse running message is newly added in an active responder of an outbound signal machine and an active responder of an inbound signal machine, wherein virtual data is adopted by an L _ REVERSEAREA in the reverse running message, so that a speed monitoring curve driving permission target point of the CTCS-2 vehicle-mounted device is prolonged to a CTCS-0 inbound signal machine, the non-stop switching of the vehicle-mounted device from a CTCS-2 to CTCS-0 train control level is realized, and the train transportation efficiency is improved.
4. When the CTCS-2 station is laterally connected, a speed limit point is set at the level conversion responder group, the speed of the speed limit point is required to be not more than the highest allowable speed of the CTCS-2 vehicle-mounted device at the position, and the non-stop switching of the vehicle-mounted device from the CTCS-0 to the CTCS-2 train control level is realized.
Drawings
FIG. 1 is a flowchart of a hierarchy switching method of a CTCS-2 departure train control system in embodiment 1;
FIG. 2 is a diagram of a prior art column control level shift transponder setup;
FIG. 3 is a schematic view showing a train control level switching transponder arrangement in example 1;
FIG. 4 is a diagram showing the arrangement of a relay for changing the direction of the X port of the station entrance signal in embodiment 1;
fig. 5 is a diagram showing the arrangement of a relay for changing the direction of an XN port of an entrance signal in embodiment 1;
FIG. 6 is a comparison graph of speed monitoring curves before and after the section reverse operation data packet is newly added and modified in embodiment 1;
FIG. 7 is a flowchart of a level conversion method for a CTCS-2 side pick-up train control system in embodiment 1;
FIG. 8 is a graph of monitoring the speed of a train moving from a CTCS-0 station to a CTCS-2 station before a speed limit point is not set in embodiment 1;
FIG. 9 is a speed monitoring graph of a train traveling from a CTCS-0 station to a CTCS-2 station after setting a speed limit point in embodiment 1.
Detailed Description
The present invention will be described in further detail with reference to test examples and specific embodiments. It should be understood that the scope of the above-described subject matter is not limited to the following examples, and any techniques implemented based on the disclosure of the present invention are within the scope of the present invention.
Example 1
A train control system grade conversion system comprises CTCS-0 ground signal equipment, CTCS-0 vehicle-mounted equipment, CTCS-2 vehicle-mounted devices, CTCS-2 train control centers, a semi-automatic block direction changing logic circuit and a train control grade conversion device, wherein the train control grade conversion device comprises a transponder group 1, a transponder group 2, a transponder group 3, a transponder group 4, a transponder group 5, a track circuit, a CTCS-2 station incoming signal machine, a CTCS-2 station outgoing signal machine and a CTCS-0 station incoming signal machine. A schematic diagram of the arrangement of the train control level switching device is shown in fig. 3. The interval from the CTCS-0 station to the CTCS-2 station is divided into a CTCS-0 region and a CTCS-2 region by taking the grade switching responder 3 as a boundary; the device jurisdiction is divided into CTCS-0 stations, non-track circuit sections and CTCS-2 stations.
The grade switching device in the range of the throat area of the CTCS-2 station comprises a transponder group 1, a transponder group 2, a transponder group 3, a transponder group 4, track circuit information and a CTCS-2 station incoming signal, wherein the transponder group 1-4 is arranged in a track circuit section of the CTCS-2 station incoming signal. According to the regulations related to train control system transponder application principles TB/T3484-2017, a transponder group 1 is a CTCS-0 station transponder group and an active transponder is arranged in the group and is used for transmitting regional line parameters and temporary speed limit information. The transponder group 2 is a grade transition warning transponder, and adopts a passive transponder for transmitting CTCS-2 section line parameters (such as line speed, line gradient, track section and special section) and grade transition warning information. The responder group 3 is a grade conversion responder, adopts a passive responder and is used for sending a fixed conversion execution instruction to a train-mounted device. The transponder group 4 is an incoming signal transponder group, that is, a class switching advance notice transponder which operates in reverse, and an active transponder is provided in the group for transmitting the CTCS-0 segment line parameters and the class switching advance notice information. The transponder group 5 is a positive outbound transponder group and an active transponder is arranged in the group, and is used for sending information such as throat area line parameters (such as line speed, line gradient, track section and special section) and temporary speed limit during departure. The transponder group 1 is arranged at the boundary of a track circuit of a CTCS-2 station, the distance between adjacent transponders in the transponder group 1 is greater than the minimum distance 200m for the link of the transponder group, the distance between the transponder group 1 and the adjacent transponder group 2 is greater than the minimum distance 200m for the link of the transponder group, the distance between the transponder group 1 and the transponder group 3 is greater than 450m, and the distance between the transponder group 2 and the transponder group 4 and the transponder group 3 is greater than the distance for 5s of the highest running speed of a train and greater than the minimum distance 200m for the link of the adjacent two transponder groups. The transponder group 4 is 30m from the incoming signal and the transponder group 5 is 65m from the outgoing signal. And the CTCS-2 station incoming signal and the CTCS-2 station outgoing signal maintain the existing positions unchanged.
And no passing signal machine, no transponder group and no track circuit exist between the CTCS-0 station and the CTCS-2 station.
The flow chart of the train control system grade conversion method of the departure side of the invention is shown in figure 1, and the train control system grade conversion method comprises the following steps:
s101, arranging a train control grade switching responder group in a CTCS-2 station incoming signal machine track circuit section, wherein no passing signal machine, no responder group and no track circuit exist between a CTCS-0 station and a CTCS-2 station.
A schematic diagram of the train control level switching transponder setting is shown in fig. 3, and compared with the existing train control level switching transponder setting (the existing train control level switching transponder setting is shown in fig. 2), the transponder group 1, the transponder group 2, the transponder group 3, and the transponder group 4 required for the level switching of the train control system are all set in the CTCS-2 station incoming signal track circuit section. According to the regulations of train control system transponder application principle TB/T3484-2017, a transponder group 1 is a CTCS-0 station transponder group and an active transponder is arranged in the group and is used for transmitting line parameters and temporary speed limit information. The transponder group 2 is a grade transition warning transponder, and adopts a passive transponder for transmitting CTCS-2 section line parameters (such as line speed, line gradient, track section and special section) and grade transition warning information. The responder group 3 is a grade conversion responder, adopts a passive responder and is used for sending a fixed conversion execution instruction to a train-mounted device. The transponder group 4 is an incoming signal transponder group, that is, a class switching advance notice transponder which operates in reverse, and an active transponder is provided in the group for transmitting the CTCS-0 segment line parameters and the class switching advance notice information. The transponder group 5 is a positive line outbound signal transponder group, and an active transponder is arranged in the group and is used for sending information such as throat area line parameters (such as line speed, line gradient, track sections and special sections) and temporary speed limit during departure. The transponder group 1 is arranged to the transponder group 5 in sequence, the transponder group 1 is arranged at the track circuit information boundary of the CTCS-2 station, the distance between adjacent transponders in the transponder group 1 is greater than the minimum distance 200m for transponder group link, the distance between the transponder group 1 and the adjacent transponder group 2 is greater than the minimum distance 200m for transponder group link, the distance between the transponder group 1 and the transponder group 3 is greater than 450m, and the distance between the transponder group 2 and the transponder group 4 and the transponder group 3 are both greater than the distance for 5s of train maximum running speed running and greater than the minimum distance 200m for adjacent two transponder group link. The transponder group 4 is 30m from the incoming signal and the transponder group 5 is 65m from the outgoing signal. The inbound signal and the outbound signal maintain the existing positions unchanged.
The CTCS-0 station is not provided with a train control center and is not subjected to any transformation engineering. The two stations realize the switching of the receiving and dispatching directions through a semi-automatic blocking direction changing circuit. When the CTCS-2 station is connected, the track circuit section of the incoming signal machine has track circuit information, and the track circuit information does not exist when the train is sent. When the vehicles are sent out from the positive track IG and IIG straight lines (SI-X and SII-XN), the information of the IG and IIG track circuits only has L codes.
S102, a CTCS-2 station train control center forms a CTCS-2 station departure state by acquiring the state of a key relay in a semi-automatic block direction changing logic circuit, and the CTCS-2 station train control center sends a train permission message to a train CTCS-2 vehicle-mounted device according to the CTCS-2 station departure state, so that the train CTCS-2 vehicle-mounted device runs from the CTCS-2 station to a CTCS-0 station under the monitoring of a CTCS-2 control system according to the train permission message.
Because the CTCS-0 station and the CTCS-2 station are in a semi-automatic blocking system, and the CTCS-0 station is not provided with train control center equipment, the train control center of the CTCS-2 station cannot judge the attributes of receiving and dispatching trains by acquiring related information through an automatic blocking direction changing circuit according to the provisions of 'train control system responder application principle' TB/T3484-2017, so that the responder and track circuit information cannot be switched along with the receiving and dispatching directions and send information required by a CTCS-2 vehicle-mounted device, the vehicle-mounted device cannot receive running parameter information, and the train cannot run normally. Therefore, the logic relation of key relays in the CTCS-2 station semi-automatic blocking direction changing circuit is needed to be utilized, and the CTCS-2 station train control center controls the transponder and the track circuit to change the direction of information transmission by building the logic circuit which accords with the acquisition rule of the CTCS-2 train control center again. As shown in fig. 4 and 5, KTJ is a turn-on relay, TJJ is a vehicle-connection-agreeing relay, ZFJ is a forward relay, and FFJ is a reverse relay. The relay is only sucked up for a short time, then immediately loses magnetism and falls down, and one state cannot be kept, so that the train receiving or dispatching state cannot be acquired by the train control center of the CTCS-2 station.
The re-designed direction-changing logic circuit in the invention is as follows: when the CTCS-2 station is connected, the TJJ excitation magnet in the original logic of the semi-automatic block direction-changing circuit is attracted, and the KTJ is demagnetized and falls down; when the CTCS-2 station launches, KTJ excitation in the original logic of the semi-automatic blocking direction changing circuit is attracted, and TJJ is demagnetized and falls down.
According to the acquisition rule of the train control center, the X port train receiving attribute of the incoming signal machine is defined as a positive direction, and the departure attribute is defined as a negative direction; the X N departure attribute of the station entering signal machine is defined as a positive direction, and the receiving attribute is defined as a negative direction. According to the rule of railway fault-safety, the key state related to the driving safety is represented by the suction state of the relay. Therefore, ZFJ of an X port of the station entry signal machine is attracted by excitation with a TJJ attraction condition, and FFJ is attracted by excitation with a KTJ attraction condition; ZFJ of an XN port of the station-entering signal machine is attracted by KTJ attraction condition excitation, and FFJ is attracted by TJJ attraction condition excitation.
The ZFJ and FFJ short-time action states can be recorded with a pole relay GFJ. When the coil 1 and the coil 4 are respectively connected with the positive electricity and the negative electricity (positive electricity), the GFJ rotating electrode is positioned and sucked up and keeps the state 1 all the time; when the coil 1 and the coil 4 are respectively connected with the negative electricity and the positive electricity of the power supply (reversed polarity power supply), the GFJ pole-changing position falls down and the state 2 is always kept.
For the setting of the relay at the X port of the station-entering signal machine, as shown in fig. 4, when the vehicle is connected, ZFJ excitation is attracted, FFJ is demagnetized and falls down, a GFJ relay coil 1 and a coil 4 are respectively connected to the negative electricity and the positive electricity of a power supply (a reversed polarity power supply), and GFJ always keeps reversed position and falls down (state 2), namely the vehicle connection property; when the vehicle is started, the FFJ is excited and attracted, the ZFJ is demagnetized and falls down, the coil 1 and the coil 4 of the GFJ relay are respectively connected with the positive electricity and the negative electricity of a power supply (a positive power supply), and the GFJ always keeps the positioning and attraction (state 1), namely the vehicle starting attribute;
for the setting of the relay at the XN port of the station-entering signal machine, as shown in fig. 5, when the station is connected, FFJ excitation is attracted, ZFJ is demagnetized and falls down, a GFJ relay coil 1 and a coil 4 are respectively connected to the positive electricity and the negative electricity of a power supply (positive power supply), and GFJ always keeps positioning attraction (state 1), namely the attribute of the station is connected; when the vehicle is dispatched, the ZFJ excitation is sucked up, the FFJ is demagnetized and falls down, the GFJ relay coil 1 and the coil 4 are respectively connected to the negative electricity and the positive electricity of the power supply (reversed polarity power supply), and the GFJ always keeps reversed position and falls down (state 2), namely the vehicle dispatching attribute. And the CTCS-2 station train control center judges the attributes of receiving and sending the train from the train station by identifying the state of the GFJ.
S103, when a CTCS-2 station departure state is formed and a train runs from a CTCS-2 station to a CTCS-0 station, a CTCS-2 track circuit of a throat area sends a JC code to a train CTCS-2 vehicle-mounted device, a CTCS-2 station departure signal machine active responder and an inbound signal machine active responder newly-added interval reverse running message, internal parameters of the reverse running message are modified into virtual data, a train speed monitoring curve in the departure direction is modified, the train passes through the throat area according to the departure JC code, passes through the boundaries of the CTCS-2 area and the CTCS-0 area according to the departure direction train speed monitoring curve, and the train vehicle-mounted device is converted into the CTCS-0 from the CTCS-2 when passing through the boundaries of the CTCS-2 area and the CTCS-0 area.
When the train is started from IG and IIG (IG-X, IIG-XN) in the positive direction, after the train passes through the IG, IIG and throat areas in sequence, the track circuit information received by the CTCS-2 vehicle-mounted device is L code-no code in sequence, and the vehicle-mounted device logically judges that the train is stopped by emergency braking. The method is that the track circuit information of the downstream throat area and the upstream throat area is designed to be JC, when a train is dispatched, the track circuit information received by the vehicle-mounted equipment is L code-JC in sequence, and is matched with the interval reverse running message for use, and the logic of the vehicle-mounted device judges that the train can run normally. However, the driving permission target point of the speed monitoring curve is the boundary of the track circuit shown in fig. 6, the envelope range of the speed monitoring curve is small, the driving speed is gradually reduced, the range belongs to a deceleration zone, a driver needs to manually operate the train brake, the running efficiency of the train is affected, the train stops when the conversion of the CTCS-2 vehicle-mounted device to the CTCS-0 vehicle-mounted device is unsuccessful at the level conversion transponder group, and the level conversion which is not in accordance with the train control system transponder application principle TB/T3484-2017 is set in a zone with less braking.
The method of the invention is that after a train passes over a transponder group 3, the driving parameters required by the speed monitoring curve are provided by a CTCS-0 vehicle-mounted device, so that zone reverse operation messages are respectively added in a CTCS-2 station transponder group 4 (an inbound signal active transponder group) and a transponder group 5 (a forward outbound signal active transponder group), and the internal L _ REVERSEAREA parameter adopts virtual data. Before writing in virtual data, according to CTCS-2 train control center acquisition rules, when a CTCS-2 station receives a train, a downstream throat area is a positive direction, and an upstream throat area is a negative direction; when the CTCS-2 station is departure, the descending throat area is the reverse direction, and the ascending throat area is the forward direction. The defined impact interval runs backward the Q _ DIR (verification direction) value in the message. The message is effective only when the vehicle is started, so that the parameter Q _ DIR =00 in the message reversely running in the interval of the downstream throat area and the parameter Q _ DIR =01 in the message reversely running in the interval of the upstream throat area.
When the vehicle is sent in the forward straight direction (SI-X, SII-XN), a reverse operation message is written in the section of the responder of the outbound signal machine, the internal parameter D _ STARTREVERSE (the distance from the responder group 5 to the starting point of the reverse operation section) is the distance from the responder group 5 to the outbound signal machine, and the virtual data is adopted in the L _ REVERSEAREA (the distance from the length of the reverse operation section to the forward inbound signal machine). According to a certain rule, the trackless circuit sections are sequentially virtualized into a plurality of trackless circuit information sections, the sum of the lengths of the trackless circuit information sections is the distance from the CTCS-2 station-leaving signal machine to the front CTCS-0 station-entering signal machine, and the speed monitoring curve driving permission target point is the front CTCS-0 station-entering signal machine.
When the side-track departure is carried out, the CTCS-2 vehicle-mounted device can run for 1500m at the longest in the range from the outbound signal S3 (or S4) to the inbound signal under the condition of no track circuit information, and the distances of the general stations are less than 1500 m. Therefore, the reverse direction operation message can be written in the incoming signal transponder, the internal parameter D _ STARTREVERSE (the distance from the starting point of the reverse direction operation interval) is 0, and the virtual data is adopted by the L _ REVERSEAREA (the length from the reverse direction operation interval to the front incoming signal). According to a certain rule, the trackless circuit sections are sequentially virtualized into a plurality of trackless circuit information sections, the sum of the lengths of the trackless circuit information sections is the distance from the CTCS-2 station incoming signal machine to the front CTCS-0 station incoming signal machine, and the speed monitoring curve driving permission target point is the front CTCS-0 station incoming signal machine. The positive line lateral departure condition is the same as the lateral departure condition.
A comparison graph of the speed monitoring curves before and after the reverse operation data packet of the newly added and modified interval is shown in fig. 6. As can be seen from the figure 6, in the track circuit section without braking operation, the speed monitoring curve is changed from v1 to v 2, and v 2 is the highest allowable speed of the track, so that the problem that the switching of the vehicle-mounted device is not successful due to frequent braking of the train can be avoided, and the running speed of the train can be improved.
And the train-mounted device passes through the boundary of the CTCS-2 area and the CTCS-0 area according to the speed limited by the modified speed monitoring curve v 2, and is converted into CTCS-0 by the CTCS-2 when passing through the boundary of the CTCS-2 area and the CTCS-0 area.
The flow chart of the method for converting the train control system grade by the side train receiver is shown in FIG. 7, and the method for converting the train control system grade comprises the following steps:
s201, arranging the train control level switching transponder group in a CTCS-2 station incoming signal machine track circuit section, wherein no passing signal machine, no transponder group and no track circuit exist between a CTCS-0 station and a CTCS-2 station. The specific setting manner is the same as that of step 101, and is not described herein again.
S202, the CTCS-2 station train control center identifies the state of an electrode relay in the semi-automatic block direction-changing logic circuit to form a CTCS-2 station side line receiving state, and the train CTCS-0 vehicle-mounted device runs from the CTCS-0 station to the CTCS-2 station under the monitoring of the CTCS-0 station control system.
The control logic of the automatic blocking direction changing logic circuit is as follows: when the CTCS-2 station is connected, the TJJ excitation magnet in the original logic of the semi-automatic block direction-changing circuit is attracted, and the KTJ is demagnetized and falls down; when the CTCS-2 station launches, KTJ excitation in the original logic of the semi-automatic blocking direction changing circuit is attracted, and TJJ is demagnetized and falls down.
According to the acquisition rule of the train control center, the X port train receiving attribute of the incoming signal machine is defined as a positive direction, and the departure attribute is defined as a negative direction; the X N departure attribute of the station entering signal machine is defined as a positive direction, and the receiving attribute is defined as a negative direction. According to the rule of railway fault-safety, the key state related to the driving safety is represented by the suction state of the relay. Therefore, ZFJ of an X port of the station entry signal machine is attracted by excitation with a TJJ attraction condition, and FFJ is attracted by excitation with a KTJ attraction condition; ZFJ of an XN port of the station-entering signal machine is attracted by KTJ attraction condition excitation, and FFJ is attracted by TJJ attraction condition excitation.
The ZFJ and FFJ short-time action states can be recorded with a pole relay GFJ. When the coil 1 and the coil 4 are respectively connected with the positive electricity and the negative electricity (positive electricity), the GFJ rotating electrode is positioned and sucked up and keeps the state 1 all the time; when the coil 1 and the coil 4 are respectively connected with the negative electricity and the positive electricity of the power supply (reversed polarity power supply), the GFJ pole-changing position falls down and the state 2 is always kept.
For the setting of the relay at the X port of the station-entering signal machine, as shown in fig. 4, when the vehicle is connected, ZFJ excitation is attracted, FFJ is demagnetized and falls down, a GFJ relay coil 1 and a coil 4 are respectively connected to the negative electricity and the positive electricity of a power supply (a reversed polarity power supply), and GFJ always keeps reversed position and falls down (state 2), namely the vehicle connection property; when the vehicle is started, the FFJ is excited and attracted, the ZFJ is demagnetized and falls down, the coil 1 and the coil 4 of the GFJ relay are respectively connected with the positive electricity and the negative electricity of a power supply (a positive power supply), and the GFJ always keeps the positioning and attraction (state 1), namely the vehicle starting attribute;
for the setting of the relay at the XN port of the station-entering signal machine, as shown in fig. 5, when the station is connected, FFJ excitation is attracted, ZFJ is demagnetized and falls down, a GFJ relay coil 1 and a coil 4 are respectively connected to the positive electricity and the negative electricity of a power supply (positive power supply), and GFJ always keeps positioning attraction (state 1), namely the attribute of the station is connected; when the vehicle is dispatched, the ZFJ excitation is sucked up, the FFJ is demagnetized and falls down, the GFJ relay coil 1 and the coil 4 are respectively connected to the negative electricity and the positive electricity of the power supply (reversed polarity power supply), and the GFJ always keeps reversed position and falls down (state 2), namely the vehicle dispatching attribute. And the CTCS-2 station train control center judges the attributes of receiving and sending the train from the train station by identifying the state of the GFJ.
S203, when a CTCS-2 station side train receiving state is formed and a train runs from a CTCS-0 station to a CTCS-2 station, setting speed limits for a responder group positioned at the boundary of a CTCS-0 area and a CTCS-2 area in the train control grade conversion device to modify a train speed monitoring curve in the train receiving direction, enabling the train to pass through the boundary of the CTCS-0 area and the CTCS-2 area according to the train speed monitoring curve in the train receiving direction, and converting the train-mounted device from CTCS-0 to CTCS-2 when the train passes through the boundary of the CTCS-0 area and the CTCS-2 area.
When a train runs from the CTCS-0 station to the CTCS-2 station and enters a station track through a turnout side direction (X-IIG, 3G, 4G or XN-IG, 3G, 4G), the driving permission target point of the speed monitoring curve of the CTCS-0 vehicle-mounted device is the turnout of the CTCS-2 station, and the speed monitoring curve 1 is shown in fig. 8. The driving permission target point of the speed monitoring curve of the CTCS-2 vehicle-mounted equipment is a CTCS-2 station-entering signal machine, and the speed monitoring curve 2 is shown in fig. 8. Except for the straight-line straight-direction connection (X-IG or XN-IIG), the driving permission targets of the CTCS-0 level train control system and the CTCS-2 level train control system are consistent (both are front outbound signal machines), and the driving permission targets of the CTCS-0 level train control system and the CTCS-2 level train control system are inconsistent through the lateral condition of the turnout. Before the speed limit point is not set, a speed monitoring curve graph of the train from the CTCS-0 station to the CTCS-2 station is shown in fig. 8, v 2 is the highest allowable speed of the speed monitoring curve of the CTCS-0 vehicle-mounted device, v1 is the highest allowable speed of the speed monitoring curve of the CTCS-2 vehicle-mounted device, and v 3 is the actual running speed of the train. When the train runs to the transponder group 3, v 2 and v1 have a speed difference. Because v 3 is greater than v1, namely the actual running speed of the train is far greater than the maximum speed value allowed by the speed monitoring curve of the CTCS-2 vehicle-mounted device, the vehicle-mounted device is logically judged to be overspeed, and the vehicle is braked emergently to stop.
In order to reduce the speed difference between v 2 and v1 and avoid train overspeed, the position of a transponder group 3 (the boundary of a CTCS-0 area and a CTCS-2 area) is used as a speed limit point in a data file of a CTCS-0 vehicle-mounted device, and the set speed limit value is smaller than the highest allowable speed of a speed monitoring curve of CTCS-2 vehicle-mounted equipment. After the train passes over the responder group 3, the train-mounted device of the train is converted from CTCS-0 to CTCS-2, and the train runs according to the speed monitoring curve of the train-mounted device of the CTCS-2, so that the smooth transition of the speed of the train is realized, and the train cannot stop due to overspeed emergency braking. After the speed limit point is set, a speed monitoring curve graph of a train from the CTCS-0 station to the CTCS-2 station is shown in FIG. 9.
Claims (8)
1. A train control grade conversion system comprises CTCS-0 ground signal equipment, CTCS-0 vehicle-mounted equipment, CTCS-2 vehicle-mounted devices, CTCS-2 train control centers and a semi-automatic blocking direction-changing logic circuit, and is characterized by also comprising a train control grade conversion device which comprises a plurality of CTCS-2 transponder groups, a track circuit, CTCS-2 station incoming signal machines, CTCS-2 station outgoing signal machines and CTCS-0 station incoming signal machines,
a plurality of CTCS-2 transponder groups in the train control level conversion device are arranged in a section where a track circuit of a CTCS-2 station incoming signal machine is located;
a track-free circuit is arranged between the track circuit of the CTCS-2 station signal machine and the track circuit of the CTCS-0 station signal machine;
the train control level conversion device is characterized in that the CTCS-2 transponder groups are five groups, wherein three groups of transponder groups comprise active transponders, the first group of transponder groups comprising the active transponders are arranged on the boundary of a track circuit and a non-track circuit of the CTCS-2 inbound signal, the second group of transponder groups comprising the active transponders are arranged in a section which is 30m away from the CTCS-2 inbound signal, and the third group of transponder groups comprising the active transponders are arranged in a section which is more than or equal to 20m away from the CTCS-2 outbound signal;
the transponder group includes: the first transponder group, the fourth transponder group and the fifth transponder group respectively comprise an active transponder and a passive transponder, and the second transponder group and the third transponder group comprise passive transponders;
the first responder group is used for sending line parameters and temporary speed limit information; the second responder group is used for sending line parameters and grade conversion forecast information in a CTCS-2 grade area; the third transponder group is used for sending a fixed conversion execution instruction to the train-mounted device; the fourth responder group is used for sending line parameters and grade conversion forecast information in a CTCS-0 grade area; the fifth responder group is used for sending the line parameters and the temporary speed limit information of the throat area when sending; the throat area is formed in the area where the first transponder group, the second transponder group, the third transponder group, the fourth transponder group, the CTCS-2 station incoming signal machine and the CTCS-2 station outgoing signal machine are located.
2. The train control hierarchy conversion system according to claim 1, wherein the first transponder group, the second transponder group, the third transponder group, the fourth transponder group, and the fifth transponder group are sequentially disposed in a section where a track circuit of the CTCS-2 station signal is located,
the first transponder group is arranged on the boundary between the track circuit and the trackless circuit of the CTCS-2 station-entering signal machine, the distance between adjacent transponders in the first transponder group is greater than the minimum distance linked by the transponder group, and the distance between the first transponder group and the second transponder group is greater than the minimum distance linked by the transponder group; the distance between the first transponder group and the third transponder group is greater than 450 m; the distance between the second transponder group and the third transponder group is greater than the distance between the second transponder group and the third transponder group when the train runs at the highest running speed for 5s, and is greater than the minimum distance between two adjacent transponder group links; the distance between the fourth transponder group and the third transponder group is greater than the distance between the third transponder group and the third transponder group, the distance is 5s when the train runs at the highest running speed, the distance is greater than the minimum distance of the transponder group link, the minimum distance of the transponder group link is 200m,
the distance between the fourth transponder group and the CTCS-2 station signal is 30m, and the distance between the fifth transponder group and the CTCS-2 station signal is 65 m.
3. A train control system grade conversion method is characterized by comprising the following steps:
s101, a plurality of transponder groups in the train control level conversion device are arranged in a track circuit section of the CTCS-2 station signal, and no track circuit, no passing signal machine and no transponder group are arranged between the track circuit of the CTCS-2 station signal and the track circuit of the CTCS-0 station signal;
s102, a CTCS-2 station train control center identifies the state of a polar relay in a semi-automatic block direction-changing logic circuit to form a CTCS-2 station departure state, and the CTCS-2 station train control center sends a train permission message to a train CTCS-2 vehicle-mounted device according to the CTCS-2 station departure state, so that the train CTCS-2 vehicle-mounted device runs from the CTCS-2 station to a CTCS-0 station under the monitoring of a CTCS-2 control system according to the train permission message;
s103, when the departure state of the CTCS-2 station is formed and the train runs from the CTCS-2 station to the CTCS-0 station, a CTCS-2 track circuit in a throat area transmits a JC code to a train CTCS-2 vehicle-mounted device, and the transponder group in the train control grade conversion device sends out virtual reverse running message parameters to modify the train speed monitoring curve in the departure direction, the train CTCS-2 vehicle-mounted device passes through the throat area according to the JC code, and the highest allowable speed of the train speed monitoring curve passes through the boundaries of the CTCS-2 region and the CTCS-0 region according to the departure direction, the train-mounted device is converted from CTCS-2 to CTCS-0 while passing through the boundary of the CTCS-2 region and the CTCS-0 region, the throat area is an area where a plurality of responder groups, CTCS-2 station incoming signal machines and CTCS-2 station outgoing signal machines are located in the train control level conversion device;
the train control level conversion device is characterized in that the CTCS-2 transponder groups are five groups, wherein three groups of transponder groups comprise active transponders, the first group of transponder groups comprising the active transponders are arranged on the boundary of a track circuit and a non-track circuit of the CTCS-2 inbound signal, the second group of transponder groups comprising the active transponders are arranged in a section which is 30m away from the CTCS-2 inbound signal, and the third group of transponder groups comprising the active transponders are arranged in a section which is more than or equal to 20m away from the CTCS-2 outbound signal;
the transponder group includes: the first transponder group, the fourth transponder group and the fifth transponder group respectively comprise an active transponder and a passive transponder, and the second transponder group and the third transponder group comprise passive transponders;
the first responder group is used for sending line parameters and temporary speed limit information; the second responder group is used for sending line parameters and grade conversion forecast information in a CTCS-2 grade area; the third transponder group is used for sending a fixed conversion execution instruction to the train-mounted device; the fourth responder group is used for sending line parameters and grade conversion forecast information in a CTCS-0 grade area; the fifth responder group is used for sending the line parameters and the temporary speed limit information of the throat area when sending; the throat area is formed in the area where the first transponder group, the second transponder group, the third transponder group, the fourth transponder group, the CTCS-2 station incoming signal machine and the CTCS-2 station outgoing signal machine are located.
4. The rank conversion method of the train control system according to claim 3, wherein the pole relay of the X port of the CTCS-2 station entrance signal keeps positioning and sucking up all the time, the pole relay of the XN port of the entrance signal keeps falling in a reverse position all the time to form a CTCS-2 station departure state, and the CTCS-2 station train control center forms a CTCS-2 station side line departure state according to the side line departure instruction;
the state that the X port of the station signal machine is always kept in a positioning and sucking state is realized by FFJ excitation sucking and ZFJ field loss falling, and the FFJ excitation sucking and ZFJ field loss falling are realized by KTJ excitation sucking and TJJ field loss falling; the state that the pole relay of the XN port of the station-entering signal machine always keeps the reverse position falling is realized by ZFJ excitation suction and FFJ field loss falling, and the ZFJ excitation suction and the FFJ field loss falling are realized by KTJ excitation suction and TJJ field loss falling.
5. The train control system level conversion method according to claim 3, wherein the method for modifying the train speed monitoring curve in the departure direction by the transponder group in the train control level conversion device sending out the virtual reverse running message parameter comprises the following steps: and adding interval reverse running messages at the active transponder group of the outbound signal machine and the active transponder group of the inbound signal machine on the positive line, wherein the L _ REVERSEAREA parameter in the interval reverse running messages adopts virtual data, and sequentially virtualizing the trackless circuit section into a plurality of track circuit sections.
6. A train control system grade conversion method is characterized by comprising the following steps:
s201, arranging a plurality of transponder groups in the train control level conversion device in a track circuit section of a CTCS-2 station signal, wherein no track circuit, no passing signal machine and no transponder group are arranged between the track circuit of the CTCS-2 station signal and the track circuit of the CTCS-0 station signal;
s202, a CTCS-2 station train control center identifies the state of a pole relay in a semi-automatic block direction-changing logic circuit to form a CTCS-2 station side line receiving state, and a train CTCS-0 vehicle-mounted device runs from a CTCS-0 station to a CTCS-2 station under the monitoring of a CTCS-0 station control system;
s203, when a CTCS-2 station side train receiving state is formed and a train runs from a CTCS-0 station to a CTCS-2 station, setting speed limits for a responder group positioned at the boundary of a CTCS-0 area and a CTCS-2 area in a train control grade conversion device to modify a train speed monitoring curve in the train receiving direction, enabling the train to pass through the boundary of the CTCS-0 area and the CTCS-2 area according to the highest allowable speed of the train speed monitoring curve in the train receiving direction, and converting the train-mounted device from CTCS-0 to CTCS-2 when the train passes through the boundary of the CTCS-0 area and the CTCS-2 area;
the train control level conversion device is characterized in that the CTCS-2 transponder groups are five groups, wherein three groups of transponder groups comprise active transponders, the first group of transponder groups comprising the active transponders are arranged on the boundary of a track circuit and a non-track circuit of the CTCS-2 inbound signal, the second group of transponder groups comprising the active transponders are arranged in a section which is 30m away from the CTCS-2 inbound signal, and the third group of transponder groups comprising the active transponders are arranged in a section which is more than or equal to 20m away from the CTCS-2 outbound signal;
the transponder group includes: the first transponder group, the fourth transponder group and the fifth transponder group respectively comprise an active transponder and a passive transponder, and the second transponder group and the third transponder group comprise passive transponders;
the first responder group is used for sending line parameters and temporary speed limit information; the second responder group is used for sending line parameters and grade conversion forecast information in a CTCS-2 grade area; the third transponder group is used for sending a fixed conversion execution instruction to the train-mounted device; the fourth responder group is used for sending line parameters and grade conversion forecast information in a CTCS-0 grade area; the fifth responder group is used for sending the line parameters and the temporary speed limit information of the throat area when sending; the throat area is formed in the area where the first transponder group, the second transponder group, the third transponder group, the fourth transponder group, the CTCS-2 station incoming signal machine and the CTCS-2 station outgoing signal machine are located.
7. The rank conversion method for the train control system according to claim 6, wherein a pole relay of an X port of the CTCS-2 station incoming signal in the semi-automatic blocking and direction changing logic circuit always keeps reverse position and falls down, and a pole relay of an XN port of the CTCS-2 station incoming signal always keeps positioning and sucking up, so that a CTCS-2 station receiving state is formed;
the CTCS-2 station-entering signal machine X port polar relay always keeps the state of reverse position falling through FFJ field loss falling and ZFJ excitation suction, and the FFJ field loss falling and ZFJ excitation suction are realized through KTJ field loss falling and TJJ excitation suction; the CTCS-2 station-entering signal machine XN port polarized relay always keeps the positioning and sucking state through FFJ excitation sucking and ZFJ field loss dropping, and the FFJ excitation sucking and ZFJ field loss dropping is realized through TJJ excitation sucking and KTJ field loss dropping.
8. The train control system grade switching method according to claim 6, wherein when the CTCS-2 station side train receiving state is formed and the train runs from the CTCS-0 station to the CTCS-2 station, the method for modifying the train speed monitoring curve in the train receiving direction by setting the speed limit to the transponder group located at the boundary of the CTCS-2 region and the CTCS-0 region in the train control grade switching device is: and setting the transponder group positioned on the boundary of the CTCS-2 area and the CTCS-0 area in the train control level conversion device as a speed limit point, wherein the limited speed is not more than the highest allowable speed of a speed monitoring curve of the CTCS-2 vehicle-mounted device at the speed limit point.
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| CN111422220A (en) * | 2020-04-02 | 2020-07-17 | 中铁二院工程集团有限责任公司 | Method for determining block partition occupation by integrating vehicle-mounted positioning information in CTCS-3 level train control system |
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