CN110936980A - Method for setting axle counting point before turnout section of urban rail transit signal system - Google Patents
Method for setting axle counting point before turnout section of urban rail transit signal system Download PDFInfo
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- CN110936980A CN110936980A CN201911176725.5A CN201911176725A CN110936980A CN 110936980 A CN110936980 A CN 110936980A CN 201911176725 A CN201911176725 A CN 201911176725A CN 110936980 A CN110936980 A CN 110936980A
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- 238000009434 installation Methods 0.000 claims description 8
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- 239000002184 metal Substances 0.000 description 2
- 238000004956 CI calculation Methods 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L1/00—Devices along the route controlled by interaction with the vehicle or train
- B61L1/16—Devices for counting axles; Devices for counting vehicles
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Abstract
The invention relates to a method for setting a shaft counting point before a turnout in a turnout section of an urban rail transit signal system. Compared with the prior art, the invention has the advantages of shortening the train interval time, improving the operation efficiency and the like.
Description
Technical Field
The invention relates to an urban rail transit signal system, in particular to a method for setting a pre-turnout axle counting point of a turnout section of the urban rail transit signal system.
Background
The urban rail transit has the characteristics of large transportation volume, high speed, safety, punctuality, environmental protection, energy conservation and the like; the construction and operation of increasingly large cities are started; in the urban rail transit construction process, the positions of a platform and a turnout are determined in a general civil engineering stage, and then a signal system sets a section, a signal machine, a transponder and the like according to the positions of the platform and the turnout; the setting effect directly influences the train operation safety and the operation efficiency.
The train is at the operation, behind the switch (by behind the switch before to the switch), according to interlocking logic, general condition, as long as the train goes out the switch district section clearly, the switch can unblock, supply follow-up train to use, if follow-up train is different direction of operation, the switch needs to rotate this moment, if there is slope train in the circuit and probably takes place the back swift current, the back swift current just can appear crowded switch to the switch point, cause the train derailment incident, in order to avoid this condition to take place, often require interlocking CI system before carrying out unblock switch, it goes out clearly to check the district that links to each other before the switch, but will influence operation efficiency again like this, can lead to train interval time overlength.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide a method for setting a front turnout axle counting point of a turnout section of an urban rail transit signal system.
The purpose of the invention can be realized by the following technical scheme:
a method for setting axle counting points before turnout in turnout sections of an urban rail transit signal system is characterized in that the distance from the axle counting points before turnout to a turnout point set by the method is equal to a set distance.
Preferably, the set distance is a switch deadlock distance (after the train passes through the switch, the switch is not allowed to rotate within the distance), and the distance ensures that the train does not reach the switch point even if the train rolls back after passing through the switch section.
Preferably, the switch deadlock distance is related to the allowed backward sliding tight distance of the line, the allowed backward sliding maximum speed, vehicle system parameters, signal system parameters and line gradient.
Preferably, the deadlock distance of the turnout is equal to the sum of the back sliding distance, the distance between the two wheels, the design allowance and the installation error.
Preferably, the installation error is 1 m.
Preferably, when the distance from the axle counting point before the switch to the switch point is less than the set distance, the interlocking subsystem CI checks the clearing of the section connected with the switch point before unlocking the switch point, and ensures that the switch point can not rotate when the train slides backwards.
Preferably, for the retracing area, the retracing area is connected with the line gear, and when the axle counting point before fork is set, the distance between the axle counting point before fork and the fork is preferentially set to be equal to the deadlock distance.
Preferably, the first and second electrodes are formed of a metal,
for a turn-back area, if the line condition cannot meet the condition that the distance between a shaft counting point before a switch and a switch point is larger than or equal to a deadlock distance, the distance between the set shaft counting point before the switch and the switch point is smaller than the deadlock distance, before the switch is unlocked, the turn-back section connected with the switch point needs to be checked to be clear, the turn-back section is connected with a gear line terminal, the clear exit of the turn-back section needs to be unlocked by the switch and is transferred to the turn-back entrance direction, and the train cannot be turned out after reaching the turn-back section, so that deadlock is formed;
in order to avoid the occurrence of deadlock conditions, the CI does not check the turn-back section to be clear before unlocking the turnout, and simultaneously unlocks the turnout under the condition that back slipping does not occur.
Preferably, for a CBTC train with vehicle-mounted ATC equipment, the vehicle-mounted ATC equipment transmits the stability stopping information to the trackside CI through vehicle-ground wireless communication; and after the CI judges that the train is stopped stably, unlocking the turnout and allowing the turnout to rotate.
Preferably, for a non-CBTC train without an ATC device, the train may be unlocked after a set time delay after the train passes through the switch to allow the switch to rotate, because it is not clear whether the train is stationary.
Compared with the prior art, the invention has the following advantages:
1. the invention considers the situation that the train slips after the occurrence of the safety, and can reduce the allowable unlocking time of the turnout after the train passes through the turnout on the premise of ensuring the safety;
2. the invention considers the situation that the train slips after the occurrence of the back, can shorten the train turn-back time and improve the turn-back capability on the premise of ensuring the safety;
3. the invention can shorten the train interval time and improve the operation efficiency.
4. The invention is suitable for manned and unmanned lines; the signal system design carried out by adopting the method is applied to urban rail transit lines such as Beijing, Shanghai and the like; by the technical scheme, the train interval time can be shortened, and the operation efficiency is improved.
Drawings
FIG. 1 is a schematic diagram of a switch front axle counting arrangement point of a turnout section of a non-terminal turn-back area according to the invention;
fig. 2 is a schematic diagram of a switch front axle counting arrangement point of a turnout section of a terminal turn-back area.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, not all, embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, shall fall within the scope of protection of the present invention.
The invention discloses a method for setting axle counting points before turnout of a turnout section of an urban rail transit signal system, which comprises the following steps:
1) the signal system is a mobile block communication-based automatic train control system and comprises an automatic train control subsystem (ATC), an interlocking subsystem (CI), an automatic train monitoring subsystem (ATS), a Maintenance Support Subsystem (MSS) and a Data Communication Subsystem (DCS); the ATC subsystem consists of vehicle-mounted ATC equipment and trackside ATC equipment;
2) track information required by the interlocking CI is transmitted to a trackside area controller by vehicle-mounted ATC equipment through a vehicle-ground wireless network and then transmitted to the CI subsystem; and the auxiliary track information is acquired by the CI through the safety relay and is counted by the axle system.
3) The CI calculation section occupies and clears the information obtained by two modes to calculate;
4) when the train runs, the CI can unlock the turnout for a subsequent train to use (as shown in figure 1) after passing the turnout section from the rear of the turnout section to the front of the turnout and passing the turnout point;
5) the distance between the set axle counting point before the turnout and the turnout is too small, and a train can slide backwards under the condition that a line has a slope, and if the turnout is unlocked and the turnout rotates, the derailment risk exists at the moment; in order to avoid the risk, the interlocking system is required to check the clear of the section connected with the turnout point before unlocking the turnout, so that the train operation interval is increased, and the operation efficiency is influenced.
6) The distance from the axle counting point to the switch point before the set switch is too large, the switch section is too long, more time is needed after passing through the switch section, the unlocking time allowed by the switch is also longer, the train operation interval is also influenced, and the operation efficiency is influenced.
7) The set shaft counting point before the switch is equal to a certain distance (commonly called deadlock distance, the set shaft counting point before the switch is smaller than the distance, and the switch can not be unlocked and rotated after the train passes through a switch section from the back of the switch to the front of the switch), so that the train can not reach the switch even if the train slides backwards after passing through the switch section, the derailment risk does not exist, the clear of the section connected with the switch is not required to be checked, and the safety and the operation efficiency can be ensured at the same time;
8) the certain distance described in the above 7 is calculated based on parameters related to a backward-sliding tight distance allowed for the project, an allowable backward-sliding maximum speed, vehicle system parameters, signal system parameters, a line gradient, and the like;
9) due to the line condition, the distance between the axle counting point and the switch point before the switch is smaller than the deadlock distance, and at the moment, before the switch is unlocked by interlocking, the clear of a section connected with the switch point is checked, certain efficiency is sacrificed, the condition that the sliding switch cannot rotate after the train occurs is ensured, and the derailment risk is avoided.
10) For the foldback area, the foldback area is connected with the line bumper (shown in fig. 2); when the axle counting point is set, the distance between the axle counting point and the switch point is preferably set to be equal to the deadlock distance, so that the switch can be unlocked after the train passes through the switch section;
11) for the turning-back area, because the line condition can not meet the requirement that the distance from a shaft counting point before a switch to a switch point is more than or equal to the deadlock distance, before the switch is unlocked, the switch point is required to be checked, the turning-back section is connected to a switch point and is clear, the turning-back section is connected to a gear line terminal, the turning-back section is clear, the switch is required to be unlocked and is turned to the turning-back entering direction, and the dead lock is formed due to the fact that the train can not be turned out after the train reaches the.
12) Aiming at the 11 conditions, in order to avoid the occurrence of deadlock conditions, before the CI unlocks the turnout, the turning back section is not checked to be clear, and meanwhile, the turnout is unlocked under the condition that the back sliding is determined not to occur;
for a CBTC train with vehicle-mounted ATC equipment, the vehicle-mounted ATC equipment transmits the stability stopping information to the trackside CI (the vehicle sends braking to the vehicle-mounted ATC equipment to judge that the train is stable) through vehicle-ground wireless communication; and after the CI judges that the train is stopped stably, unlocking the turnout and allowing the turnout to rotate.
For a non-CBTC train without vehicle-mounted ATC equipment, due to the fact that whether the train is stopped stably or not cannot be known, after the train passes through a turnout, the turnout can be unlocked after a certain time delay, and the turnout is allowed to rotate.
DETAILED DESCRIPTION OF EMBODIMENT (S) OF INVENTION
Fig. 1 shows a switch front axle counting arrangement point of a switch section of a non-terminal turn-back area of the present invention, and fig. 2 shows a switch front axle counting arrangement point of a switch section of a terminal turn-back area of the present invention.
1. For a typical non-terminal turn-back region as in fig. 1, turnout section G01 consists of axle counting points JZ01, JZ04, turnout section G02 consists of axle counting points JZ01, JZ02, JZ 03; the lead train a is run from DA to DC through switch P10, the trail train B is ready to run DC from DB through switch P10, JIZ01 is the switch front axle counting point, JIZ02 and JZ03 are the switch back axle counting points.
2. A switch deadlock distance D1, namely the distance from a switch front axle counting point JZ01 to a switch point P10 is equal to the sum of the backward sliding distance and the distance between two wheels, and a certain installation error is considered to be 1 meter;
3. the backward sliding distance is related to a backward sliding tight distance allowed by a project, an allowed backward sliding highest speed, vehicle system parameters, signal system parameters, a line gradient and the like, and is calculated according to the parameters;
4. the distance between the two wheels, allowing a pair of wheels to pass by the axle counting sensor without being detected by the axle counting system, can improve the reliability and the usability of the system.
5. The installation error is that some line equipment, for example, the installation of axle counting need avoid the metal object of certain distance on the scene, and specific distance can be confirmed according to the axle counting parameter to the axle counting is easily disturbed.
6. The axle counting point JZ01 is arranged at a position which is less than the deadlock distance from the switch point P10, so that the switch point P10 is unlocked, and a turnout-free section G01 needs to be cleared, so that the unlocking time of the switch point P10 is long, and the operation interval and the operation efficiency of a train are influenced;
7. the axle counting point JZ01 is arranged at a distance which is greater than the deadlock distance from a switch point P10, then the switch point P10 is unlocked, the switch section G02 needs to be cleared, the farther JZ01 is arranged from the switch point P10, the longer the switch section G02 is, the more time is needed for a train to pass through the switch section, the longer the switch allowed unlocking time is, and the train operation interval is influenced;
8. the counting shaft JZ01 is arranged at a distance equal to the deadlock distance from the switch point P10, so that the situation that the train slips backwards can not be jammed and derailed, the train interval is minimum, and the operation efficiency is highest.
9. For a typical terminal turn-back region as in fig. 2, turn-back turnout section G14 consists of axle counting points JZ05, JZ06, switch section G15 consists of axle counting points JZ05, JZ07, JZ08, JZ 09; the train runs from DG to the fold-back section DH and then from DH to DF;
10. a switch deadlock distance D1, namely the distance from a shaft counting point JZ05 to a switch point P06, is equal to the sum of the backward sliding distance and the distance between two wheels, and a certain installation error is considered to be 1 meter;
11. the axle counting point JZ05 is arranged at a distance less than the deadlock distance from the switch point P06, then the switch point P06 is unlocked, the turnout-free section G14 must be cleared, the section G14 is connected with a line terminal vehicle stop, the section G14 is cleared, the switch point P06 is unlocked, then the vehicle is turned to the direction of the folded access, the deadlock is caused, and the vehicle cannot be folded after reaching the folded section. In order to avoid deadlock during turning back, the turnout unlocking does not check the section G14 clear, and simultaneously avoids derailment phenomenon possibly caused by backward sliding of a train after the train passes through the turnout, for a CBTC train provided with a vehicle-mounted ATC (train stability judgment) device, the vehicle-mounted ATC device transmits stability stopping information to a railway side CI (train stability judgment is carried out by applying brake sent by the vehicle to the vehicle-mounted ATC device) through vehicle-ground wireless communication, and the CI can unlock the turnout after receiving the train stability stopping; for a non-CBTC train without vehicle-mounted ATC equipment, the CI beside the track can not clearly know whether the train is stopped stably, and after the train passes through the turnout, the CI allows the turnout to turn after a certain time delay, so that the train is prevented from sliding back to the turnout point.
12. The axle counting point JZ05 is arranged at a position which is more than the deadlock distance from a turnout P06, then the turnout P06 is unlocked, the turnout section G15 needs to be cleared, the farther the axle counting point JZ05 is arranged from the turnout P06, the more the running time of a train passing through the turnout section G15 is, the longer the allowable unlocking time of the turnout P06 is, and the operation interval and the operation efficiency of the train are influenced;
13. the axle counting point JZ05 is arranged at a distance equal to the deadlock distance from the turnout P06, so that the train turning back interval is minimum and the operation efficiency is highest on the premise that the train back-sliding condition does not occur turnout derailment.
By adopting the technical scheme, the condition that the train slips after the train passes through the turnout is considered, the allowable unlocking time of the train after the train passes through the turnout can be reduced on the premise of ensuring safety, the train interval time and the train turning-back time are shortened, the turning-back capacity is improved, and the operation efficiency is improved; the technical scheme is widely applied to urban rail transit lines such as Beijing, Shanghai and the like.
While the invention has been described with reference to specific embodiments, the invention is not limited thereto, and various equivalent modifications and substitutions can be easily made by those skilled in the art within the technical scope of the invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (10)
1. A method for setting a shaft counting point before turnout in a turnout section of an urban rail transit signal system is characterized in that the distance from the shaft counting point before turnout to a turnout point set by the method is equal to a set distance.
2. The method as claimed in claim 1, wherein the set distance is a switch deadlock distance that ensures that the train will not reach the switch point even if the train slips backwards after passing through the switch section.
3. The method as claimed in claim 2, wherein the switch deadlock distance is related to the allowed backward sliding tight distance of the track, the allowed backward sliding maximum speed, the vehicle system parameters, the signal system parameters and the track gradient.
4. The method for setting the pre-turnout axle counting point of the turnout section of the urban rail transit signal system according to claim 2 or 3, wherein the turnout deadlock distance is equal to the sum of a back-sliding distance, a distance between two wheels, a design margin and an installation error.
5. The method for setting the pre-turnout axle counting point of the urban rail transit signal system turnout section according to claim 4, wherein the installation error is 1 m.
6. The method for setting the pre-turnout axle counting point of the urban rail transit signal system turnout section according to claim 1, wherein when the distance from the pre-turnout axle counting point to the turnout is less than a set distance, the interlocking subsystem CI checks the clearance of the section connected with the turnout before unlocking the turnout, and ensures that the back-sliding turnout cannot rotate when a train occurs.
7. The method as claimed in claim 1, wherein for the switch section of the urban rail transit signal system, the switch back area is connected to the line gear, and when the switch point is set, the distance between the switch point and the switch point is preferably set to be equal to the deadlock distance.
8. The method for setting the pre-turnout axle counting point of the urban rail transit signal system turnout section according to claim 1, wherein for a turn-back area, if the line condition cannot meet that the distance from the pre-turnout axle counting point to a turnout point is greater than or equal to a deadlock distance, the set pre-turnout axle counting point and the distance from the turnout point are less than the deadlock distance, before the turnout is unlocked, the turn-back section connected with the turnout point needs to be checked for clearing, the turn-back section connected with a gear line terminal, the turn-back section clearing needs to be unlocked by the turnout and turned to the turn-back entering direction, which can cause the train to be unable to be turned out after the turn-back section, and deadlock is formed;
in order to avoid the occurrence of deadlock conditions, the CI does not check the turn-back section to be clear before unlocking the turnout, and simultaneously unlocks the turnout under the condition that back slipping does not occur.
9. The method for setting the pre-turnout axle counting point of the urban rail transit signal system turnout section according to claim 8, wherein for a CBTC train with a vehicle-mounted ATC device, the vehicle-mounted ATC device transmits the stability stopping information to a trackside CI through vehicle-ground wireless communication; and after the CI judges that the train is stopped stably, unlocking the turnout and allowing the turnout to rotate.
10. The method for setting the axle counting point before the turnout section of the urban rail transit signal system according to claim 8, wherein for a non-CBTC train without vehicle-mounted ATC equipment, as it is not clear whether the train is stationary or not, after the train passes the turnout, the turnout can be unlocked after a set time delay, allowing the turnout to rotate.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911176725.5A CN110936980B (en) | 2019-11-26 | 2019-11-26 | Method for setting axle counting point before turnout of turnout section of urban rail transit signal system |
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| CN201911176725.5A CN110936980B (en) | 2019-11-26 | 2019-11-26 | Method for setting axle counting point before turnout of turnout section of urban rail transit signal system |
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| CN110936980A true CN110936980A (en) | 2020-03-31 |
| CN110936980B CN110936980B (en) | 2022-07-15 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN114426045A (en) * | 2022-03-30 | 2022-05-03 | 北京全路通信信号研究设计院集团有限公司 | Method and system for setting time delay of manual unlocking |
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2019
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