CN112977558B - Locomotive signal interference protection method and system during train end-changing operation - Google Patents
Locomotive signal interference protection method and system during train end-changing operation Download PDFInfo
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- CN112977558B CN112977558B CN202110503182.4A CN202110503182A CN112977558B CN 112977558 B CN112977558 B CN 112977558B CN 202110503182 A CN202110503182 A CN 202110503182A CN 112977558 B CN112977558 B CN 112977558B
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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
Abstract
The invention discloses a locomotive signal interference protection method and a system thereof during train end-changing operation, wherein the protection method comprises the following steps: dividing a track circuit section into a first track circuit subsection and a second track circuit subsection; changing the transmission direction of the track circuit locomotive signal in the first track circuit subsection or the second track circuit subsection; the protection system comprises a track circuit segmentation module and a protection module; a track circuit module for dividing a track circuit segment into two sub-track circuit segments: a first track circuit subsection and a second track circuit subsection; the protection module is used for changing the sending direction of the locomotive signals in the first track circuit subsection and the second track circuit subsection, the train can continuously receive the locomotive signals before and after the end change through the arrangement, the train is always in a code state, the problem that the train is interfered by other signals when in a code-free state is solved, and the locomotive signal interference protection is realized.
Description
Technical Field
The invention belongs to the field of locomotive interference signal protection, and particularly relates to a locomotive signal interference protection method and a locomotive signal interference protection system during end-changing operation of a train.
Background
The locomotive signal of the train is sent to the steel rail from the indoor through the cable by the ground equipment-track circuit, when the train enters the track circuit section, the train wheel pair forms the short circuit on the rail surface of the steel rail, the short circuit current is the track circuit signal is larger at this moment, the locomotive position of the train has locomotive signal induction coils, the track circuit signal with the driving information in the steel rail is identified by induction, namely the locomotive signal, and therefore the driving permission is obtained.
The two ends of the motor train unit are provided with locomotive signal induction coils, when the train is in a terminal-changing operation, the train can run in a reverse direction after stopping in a station, and at the moment, the train-mounted equipment can automatically switch the locomotive signal induction coils to the tail locomotive to work and receive locomotive signals from the tail of the train. As shown in fig. 3, according to the current design specification of high-speed railway, when the track length is less than 650m, a track circuit section is set, namely: the transmitting end and the receiving end are fixed, and the locomotive signal transmitted to the steel rail by the track circuit is fixed in one direction, namely the locomotive signal is transmitted towards the running direction of the train. Such a fixed mode of code sending direction, when the train trades the end operation, because the train passes through train afterbody locomotive induction coil and receives the locomotive signal, the train afterbody often is track circuit's receiving terminal, and track circuit receiving terminal does not send a code, and the train is in no sign indicating number state, just so has interference signal to make the locomotive signal mistake, has following 3 scenes:
when the adjacent line interference is large, the train can mistakenly receive the adjacent line interference signal. Referring to fig. 4, the adjacent line interference exists in the inter-track circuit. When a train runs in a multi-line section, due to the induction of a steel rail, earth leakage and the like, a signal of the line is invaded by a signal of an adjacent line, so that the train feels that the line and the adjacent line are mixed. The adjacent lines are interfered by inductive coupling, capacitive coupling and ballast resistor leakage conduction, and when the amplitude of an interference signal is large or the interference measure of the locomotive is failed, the locomotive signal can be boosted to cause the locomotive to emit signals.
When the insulation is damaged, the train can mistakenly receive signals of other sections, and the reference is made to fig. 5;
when the electric traction harmonic is large, the train can mistakenly receive the harmonic interference signal. Referring to fig. 6, two steel rails of the electric traction section are used as a channel of a track circuit to transmit information and a return path of traction current, the two currents with different properties are transmitted in the same steel rail line, and the traction current has a great influence on the normal operation of the interference track circuit. An unbalanced traction current flow in the rail can affect the conductivity of the track circuit.
Disclosure of Invention
Aiming at the problems, the invention provides a locomotive signal interference protection method and a locomotive signal interference protection system during the end-changing operation of a train.
The protection method comprises the following steps:
dividing one track circuit segment into two sub-track circuit segments: a first track circuit subsection and a second track circuit subsection;
changing the transmission direction of the track circuit locomotive signal in the first track circuit subsection or the second track circuit subsection; the locomotive signal can be received by the train before and after the end change, so that the locomotive signal interference protection is realized.
Further, the track circuit locomotive signal transmission direction in the first track circuit subsection and the second track circuit subsection is set according to the following method:
when the train occupies the first track circuit subsection, the track circuit in the first track circuit subsection sends a locomotive signal towards the running direction of the train;
when a train occupies a second track circuit subsection, a track circuit in the first track circuit subsection sends a locomotive signal to the train in a reverse running direction, and a track circuit in the second track circuit subsection sends the locomotive signal to the train in a running direction;
when the train occupies the first track circuit subsection and the second track circuit subsection simultaneously, the locomotive signals are sent to the train running direction and the train running reverse direction simultaneously in the blocking section formed by the first track circuit subsection and the second track circuit subsection, namely: and transmitting the locomotive signal in a bidirectional way.
Further, the segmenting comprises: and adding an insulating joint in the middle of the track circuit section, and adding a set of track circuit units to divide the track circuit section into a first track circuit subsection and a second track circuit subsection.
Further, the transmitting end and the receiving end of the track circuit in the first track circuit subsection and the second track circuit subsection are not fixed, and locomotive signals of the first track circuit subsection and the second track circuit subsection do not interfere with each other along with the change of the running position of the train.
Further, the change of the sending direction of the locomotive signal in the first track circuit subsection is completed through a direction switching circuit, when the train occupies the second track circuit subsection, the train control center sends a direction switching instruction to the track circuit in the first track circuit subsection, the direction switching relay of the track circuit in the first track circuit subsection sucks up, and the track circuit in the first track circuit subsection reversely sends the locomotive signal.
Further, the track circuit section is an in-station track section.
The protection system comprises a track circuit segmentation module and a protection module;
the track circuit splitting module is configured to split one track circuit segment into two sub-track circuit segments: a first track circuit subsection and a second track circuit subsection;
the protection module is used for changing the sending direction of the locomotive signals in the first track circuit subsection and the second track circuit subsection, so that the train can receive the locomotive signals before and after the end change, and the locomotive signal interference protection of the train is realized.
Further, the interference protection system further comprises a track circuit module for storing track circuits within the first and second track circuit subsections.
Furthermore, the track circuit module comprises two track circuit units, and each track circuit unit comprises a sending end, an attenuation redundancy controller, a lightning protection simulation network disc, a tuning matching unit and a receiving end;
wherein the content of the first and second substances,
the sending end and the receiving end of the lightning protection simulation network disk are respectively provided with one;
the sending end and the receiving end of the tuning matching unit are respectively provided with one;
the attenuation redundancy controller is arranged at a signal receiving end.
Further, the protection module further comprises a direction switching circuit, and the direction switching circuit is used for switching the sending direction of the locomotive signal.
The present invention will divide one track circuit segment into two sub-track circuit segments: a first track circuit subsection and a second track circuit subsection; and changing the code sending directions of the track circuits in the first track circuit subsection and the second track circuit subsection to enable the train to receive locomotive signals before and after the end change, and the train is always in a code state, so that locomotive signal interference protection is realized.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and drawings.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
FIG. 1 is a schematic diagram of a track circuit transmitting end and a vehicle-mounted receiving end before train end changing in the prior art;
FIG. 2 is a schematic diagram illustrating signal transmission between a track circuit transmitting end and a vehicle-mounted receiving end after a train end changing operation in the prior art;
FIG. 3 illustrates a train code signaling diagram according to the prior art;
FIG. 4 is a diagram illustrating the interference of adjacent line interference with cab signal reception in the prior art;
FIG. 5 is a schematic diagram illustrating interference with cab signal reception when insulation is broken in the prior art;
FIG. 6 is a schematic diagram illustrating the interference of electric traction harmonics on cab signal reception in the prior art;
FIG. 7 shows a pre-guard schematic view of track circuit segment 1G of an embodiment of the present invention;
FIG. 8 shows a post-guard schematic view of track circuit segment 1G of an embodiment of the present invention;
FIG. 9 is a schematic diagram of a locomotive signal of a track circuit when a train runs to a 1AG after 1G division of a track circuit section according to an embodiment of the present invention;
FIG. 10 is a schematic diagram of a locomotive signal of a track circuit when a train is operating to 1AG and 1BG after 1G division of a track circuit section according to an embodiment of the present invention;
FIG. 11 is a schematic diagram of cab signal transmission without a change in the direction of code transmission in a track circuit according to an embodiment of the invention;
fig. 12 is a schematic diagram of the transmission of a cab signal during a change in the direction of code transmission in a track circuit according to an embodiment of the invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, 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, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The invention discloses a locomotive signal interference protection method and a system thereof during train end-changing operation, wherein a track circuit section is divided into two track circuit sections, and a whole set of track circuit equipment is added, so that the divided track circuit has the condition of simultaneously sending locomotive signals (code sending) to a train in two directions, thereby achieving the locomotive signal interference protection.
The embodiment of the invention takes an in-station track circuit section 1G as an example to explain a method for protecting the signal interference of a locomotive, and the method for protecting the signal interference of the locomotive comprises the following steps:
adding an insulating joint in the middle of the track circuit section 1G, and adding a set of track circuit unit to divide the track circuit 1G into two sub-track circuit sections: a first track circuit subsection (1 AG) and a second track circuit subsection (1 BG).
Changing the code sending direction in the first track circuit subsection or the second track circuit subsection to enable the train to receive locomotive signals before and after the end change, so that locomotive signal interference protection is achieved, wherein 1AG and 1BG are relative to the running direction of the train, the running direction of the train is from 1AG to 1BG, and from 1BG to 1AG after the end change.
The transmitting end and the receiving end of the divided 1AG and 1BG inner track circuits are not fixed, and along with the change of the running position of the train, when the train runs to 1AG, the transmitting end and the receiving end of the 1AG inner track circuit are not changed; when the train runs to 1BG, the transmitting end and the receiving end of the track circuit in 1AG are changed, the receiving end and the transmitting end in 1BG are unchanged, and locomotive signals of 1AG and 1BG are not interfered with each other.
The locomotive signal sending direction in the first track circuit subsection and the second track circuit subsection is set according to the following method:
when the train occupies the first track circuit subsection, the track circuit in the first track circuit subsection sends a code facing the train running direction;
when the train occupies 1BG in sequence, the 1AG is ensured to reversely send the locomotive signal (namely the 1AG is switched to reversely send the locomotive signal when the track relay FQJ of the 1BG falls off), and the locomotive signal sent by the track circuit is still ensured at the tail part after the train is subjected to end-changing operation;
when a train enters a track and stops, the train is controlled according to a stop sign on a stop platform, and when the 1AG and the 1BG are simultaneously pressed, locomotive signals are simultaneously sent to the running direction of the train and the reverse direction of the running of the train in a blocking section formed by the 1AG and the 1BG, namely the locomotive signals are sent in a bidirectional mode.
The invention also discloses a locomotive signal interference protection system during the train end-changing operation, which comprises a track circuit segmentation module and a protection module;
a track circuit splitting module for splitting a track circuit segment into two sub-track circuit segments: a first track circuit subsection and a second track circuit subsection;
and the protection module is used for setting the sending directions of the locomotive signals in the first track circuit subsection and the second track circuit subsection, so that the train can receive the locomotive signals before and after the end change, and the locomotive signal interference protection of the train is realized.
The interference protection system also includes a track circuit module for storing track circuits within the first track circuit subsection and the second track circuit subsection. The track circuit module comprises two track circuit units, each track circuit unit comprises outdoor equipment and indoor equipment, and each indoor equipment comprises a sending end, an attenuation redundancy controller, a lightning protection simulation network disc and a receiving end; the outdoor equipment comprises a tuning matching unit and an air-core coil. At least two lightning protection simulation network disks are arranged, and one lightning protection simulation network disk is arranged at each of the sending end and the receiving end; at least one tuning matching unit is arranged at the sending end and the receiving end respectively, and the attenuation redundancy controller is arranged at the receiving end. The transmitting end and the receiving end are communicated with the column control center and the monitoring maintenance host through the communication interface board.
The system comprises a sending end, a detection maintenance host and a control end, wherein the sending end is used for generating a locomotive signal with enough power, sending the locomotive signal into a steel rail, carrying out self-detection on the locomotive signal and sending alarm information to the detection maintenance host when a fault occurs;
the lightning protection simulation network is used for lightning protection, compensation of the actual length of the indoor-outdoor transmission cable and adjustment of a track circuit;
the receiving end is used for receiving locomotive signals;
attenuation redundancy controller, which is used to adjust, test and provide monitoring condition;
and the tuning matching unit is used for modulating and demodulating the cab signal.
The protection module further comprises a direction switching circuit, and the direction switching circuit is used for switching the sending direction of the locomotive signals in the track circuit.
Under normal conditions, before the end of the train is not changed in the running process, because the sending end and the receiving end of the track circuit are fixed, a locomotive signal induction coil at the head of the train senses and identifies a locomotive signal transmitted by the track circuit, and train-mounted equipment makes a corresponding response according to the locomotive signal. For example, as shown in fig. 1, when a train enters a station to the right front, a cab signal induction coil of the train is located at a head position, a track circuit continuously sends a cab signal, a sending end transmits the cab signal towards the train running direction (as shown in fig. 3), and the possibility that the cab signal is interfered by other signals when the cab signal induction coil quickly induces the cab signal is very small.
When a train enters a station and is subjected to end-changing operation in the station, at the moment, the train-mounted equipment can automatically switch the locomotive signal induction coil to the tail locomotive for working, exemplarily, as shown in fig. 2, at the moment, the train is controlled to run by the tail locomotive, the running direction is leftward, the tail locomotive signal induction coil induces a locomotive signal at the tail locomotive, the sending and code sending direction of the track circuit still faces the running direction of the train, the sending end position is unchanged, the locomotive signal is transmitted to the receiving end along the steel rail, the train is in a code-free state, and at the moment, the tail locomotive signal induction coil at the head is easy to receive other signals, such as an adjacent line signal, a traction current signal or other section signals, so that the train receives an error signal to cause a fault.
In order to avoid the interference of receiving other signals when the train is subjected to end-changing operation, the track circuit in the station is reset, so that the train can always receive locomotive signals sent by the track circuit in the whole end-changing process. For example, a transmitting end and a receiving end in a track section before and after the cab signal interference protection are described with reference to the drawings. Before locomotive signal interference protection is not performed, referring to fig. 7, a locomotive signal of a track circuit section 1G is sent by a track circuit sending end, a receiving end receives the signal, the sending end and the receiving end are fixed, and after a train is changed, the train is in a code-free state. After an interference protection system is added, referring to fig. 8, an insulation joint is arranged in the middle of an original track circuit section 1G, a set of track circuit unit is additionally arranged, the original 1G is divided into 1AG and 1BG, a sending end and a receiving end are respectively arranged in the 1AG and the 1BG, the sending end and the receiving end are not fixed, namely, the sending directions of locomotive signals in the 1AG and the 1BG can be switched.
Specifically illustrating the transmission direction of the vehicle signal in 1AG and 1BG,
referring to fig. 9, after protection is added, in a normal condition, when a train runs to 1AG, a track circuit sends a code facing the running direction of the train, a sending end of the track circuit in the 1AG sends a locomotive signal, a locomotive signal induction coil at the head of the train induces the locomotive signal, a receiving end of the 1AG receives the locomotive signal, a direction switching relay of the 1AG falls down, and the 1AG displays an occupation state.
When the train moves to 1BG through 1AG, as shown in fig. 10, the track relay falls down in 1BG, 1BG displays occupation, the direction switching relay FQJ of the 1AG is driven by the column control center to suck up at the moment, the sending end and the receiving end in 1AG are changed, and 1AG sends codes reversely, namely: and sending codes to the tail of the train. Meanwhile, a sending end in the 1BG normally sends a locomotive signal, a locomotive signal induction coil of a train head receives the locomotive signal, a 1BG receiving end receives the locomotive signal, a track relay of the 1BG falls down, and the 1BG occupies the locomotive signal. When the train is changed at the position, the locomotive signal sent by the 1AG is sensed by the locomotive signal coil, and the train is always in a code state, so that the interference of other signals is avoided.
The following exemplarily describes the change of the code transmitting direction in the track circuit;
when the code sending direction in the track circuit is unchanged, the transmission path of the locomotive signal of the track circuit is shown in fig. 11, the locomotive signal sends a code in the direction opposite to the running direction of the train, the locomotive signal is sent out from an indoor sending end and sent to an outdoor tuning matching unit along an indoor-outdoor transmission cable, the tuning matching unit modulates the locomotive signal, the modulated locomotive signal is transmitted to the tuning matching unit at the other end through a steel rail to demodulate the modulated locomotive signal, the demodulated locomotive signal is transmitted to an attenuation controller along the indoor-outdoor transmission cable, the attenuation redundant controller adjusts the transmitted locomotive signal, and the adjusted locomotive signal is received by a receiving end.
When the code sending direction in the track circuit needs to be changed, the transmission path of the locomotive signal is as shown in fig. 12, the locomotive signal is sent from the indoor sending end, the direction switching relay FQJ in the track section is sucked up, the direction is changed by the direction switching circuit and then is transmitted to the indoor-outdoor transmission cable to be sent to the outdoor tuning matching unit, after the locomotive signal is modulated by the tuning matching unit, the modulated locomotive signal is transmitted to the other end tuning matching unit along the steel rail to demodulate the locomotive signal, the demodulated locomotive signal is transmitted to the attenuation redundancy controller along the indoor-outdoor transmission cable through the direction switching circuit, the attenuation redundancy controller adjusts the transmitted locomotive signal, and the adjusted locomotive signal is received by the receiving end.
It should be noted that the above examples are all exemplified, the 1AG and the 1BG are not limited to the states shown in the drawings, the positional relationship between the 1AG and the 1BG is merely an exemplary description according to the train running direction, and when the train running direction runs from the 1BG to the 1AG, the direction setting of the track circuit transmitting the locomotive signal in the 1AG and the 1BG is changed accordingly.
Although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (10)
1. A locomotive signal interference protection method during train end-changing operation is characterized in that,
the protection method comprises the following steps:
dividing one track circuit segment into two sub-track circuit segments: a first track circuit subsection and a second track circuit subsection;
changing the transmission direction of the track circuit locomotive signal in the first track circuit subsection or the second track circuit subsection; the locomotive signal can be received by the train before and after the end change, so that the locomotive signal interference protection is realized; when the train occupies the first track circuit subsection and the second track circuit subsection simultaneously, the locomotive signals are sent to the train running direction and the train running reverse direction simultaneously in the blocking section formed by the first track circuit subsection and the second track circuit subsection, namely: and transmitting the locomotive signal in a bidirectional way.
2. The method of claim 1, wherein the method for protecting against signal interference during a train end-changing operation,
the signal sending direction of the track circuit locomotive in the first track circuit subsection and the second track circuit subsection is set according to the following method:
when the train occupies the first track circuit subsection, the track circuit in the first track circuit subsection sends a locomotive signal towards the running direction of the train;
when the train occupies a second track circuit subsection, the track circuit in the first track circuit subsection sends a locomotive signal to the train in the opposite direction of the running direction, and the track circuit in the second track circuit subsection sends the locomotive signal to the train running direction.
3. The method of claim 1, wherein the method for protecting against signal interference during a train end-changing operation,
the segmenting comprises: and adding an insulating joint in the middle of the track circuit section, and adding a set of track circuit units to divide the track circuit section into a first track circuit subsection and a second track circuit subsection.
4. The method of claim 1, wherein the method for protecting against signal interference during a train end-changing operation,
the transmitting end and the receiving end of the track circuit in the first track circuit subsection and the second track circuit subsection are not fixed, and locomotive signals of the first track circuit subsection and the second track circuit subsection do not interfere with each other along with the change of the running position of the train.
5. The method of claim 1, wherein the method for protecting against signal interference during a train end-changing operation,
the change of the sending direction of the locomotive signal in the first track circuit subsection is completed through a direction switching circuit, when the train occupies the second track circuit subsection, the train control center sends a direction switching instruction to the track circuit in the first track circuit subsection, the direction switching relay of the track circuit in the first track circuit subsection is sucked up, and the track circuit in the first track circuit subsection reversely sends the locomotive signal.
6. The method of claim 1, wherein the method for protecting against signal interference during a train end-changing operation,
the track circuit section is an in-station track section.
7. A locomotive signal interference protection system during train end-changing operation is characterized in that,
the protection system comprises a track circuit segmentation module and a protection module;
the track circuit splitting module is configured to split one track circuit segment into two sub-track circuit segments: a first track circuit subsection and a second track circuit subsection;
the protection module is used for changing the sending direction of the locomotive signals in the first track circuit subsection and the second track circuit subsection so that the train can receive the locomotive signals before and after the end change, and therefore the locomotive signal interference protection of the train is realized; when the train occupies the first track circuit subsection and the second track circuit subsection simultaneously, the locomotive signals are sent to the train running direction and the train running reverse direction simultaneously in the blocking section formed by the first track circuit subsection and the second track circuit subsection, namely: and transmitting the locomotive signal in a bidirectional way.
8. The system of claim 7, wherein the signal interference protection system comprises a signal interference protection module for protecting the signal interference protection module,
the interference protection system also includes a track circuit module for storing track circuits within the first and second track circuit subsections.
9. The system of claim 8, wherein the signal interference protection system comprises a signal interference protection module for protecting the signal interference during a train end-changing operation,
the track circuit module comprises two track circuit units, and each track circuit unit comprises a sending end, an attenuation redundancy controller, a lightning protection simulation network disc, a tuning matching unit and a receiving end;
wherein the content of the first and second substances,
the lightning protection simulation network disk is respectively arranged at the sending end and the receiving end;
the tuning matching units are respectively arranged at the sending end and the receiving end;
the attenuation redundancy controller is arranged at a signal receiving end.
10. The system of claim 7, wherein the signal interference protection system comprises a signal interference protection module for protecting the signal interference protection module,
the protection module further comprises a direction switching circuit, and the direction switching circuit is used for switching the sending direction of the locomotive signal.
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| CN202110503182.4A CN112977558B (en) | 2021-05-10 | 2021-05-10 | Locomotive signal interference protection method and system during train end-changing operation |
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| US9254852B2 (en) * | 2008-01-08 | 2016-02-09 | Richard Lee Lawson | Methods and system of automating track circuit calibration |
| DE102011076047A1 (en) * | 2011-05-18 | 2012-11-22 | Siemens Aktiengesellschaft | Train protection system with pulse code modulated cab signaling |
| CN102887157B (en) * | 2012-09-29 | 2015-01-07 | 北京交控科技有限公司 | Method for judging signal running of train |
| CN108072806B (en) * | 2017-11-13 | 2020-12-15 | 北京全路通信信号研究设计院集团有限公司 | Track circuit fault diagnosis system and method |
| CN108501980B (en) * | 2018-03-23 | 2021-04-02 | 固安信通信号技术股份有限公司 | Monitoring method of track circuit equipment and terminal equipment |
| CN109240136B (en) * | 2018-09-14 | 2020-11-06 | 北京全路通信信号研究设计院集团有限公司 | Control method and control system of parking device |
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