CN113022656A - Vehicle door and platform door safety linkage control system for multi-system signal system - Google Patents
Vehicle door and platform door safety linkage control system for multi-system signal system Download PDFInfo
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- CN113022656A CN113022656A CN202110304992.7A CN202110304992A CN113022656A CN 113022656 A CN113022656 A CN 113022656A CN 202110304992 A CN202110304992 A CN 202110304992A CN 113022656 A CN113022656 A CN 113022656A
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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
- B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
- B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems
- B61B1/02—General arrangement of stations and platforms including protection devices for the passengers
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Abstract
The invention relates to a safe linkage control system of a vehicle door and a platform door for a multi-standard signal system, which comprises a shielding door controller PSDC, a trackside integrated train control device ITCC, a vehicle-ground safe communication controller CCU, a C2 vehicle-mounted device, a CBTC vehicle-mounted device and a trackside transponder; the shielding door controller PSDC is respectively connected with the integrated train control equipment ITCC beside the rail, the integrated train control equipment ITCC beside the rail is respectively connected with the vehicle-ground safety communication controller CCU and the transponder beside the rail, and the vehicle-ground safety communication controller CCU is respectively connected with the C2 vehicle-mounted equipment and the CBTC vehicle-mounted equipment. Compared with the prior art, the intelligent monitoring system has the advantages of high safety, intellectualization, high efficiency and the like.
Description
Technical Field
The invention relates to a train signal control system, in particular to a safe linkage control system for a vehicle door and a platform door of a multi-system signal system.
Background
At present, the train control system in the domestic rail transit field mainly comprises a Chinese Train Control System (CTCS) and a communication-based mobile block system (CBTC), wherein the CTCS has good application and popularization experience in the aspects of standardization, networking, compatibility, interconnection and intercommunication and the like, but has larger differences with the CBTC in driving density, automation level and intelligent level; the CBTC system can realize functions of high density, full-automatic unmanned driving, real-time train plan adjustment, automatic turn-back, and the like, but has significant disadvantages in standardization, compatibility of different system provider systems, interconnection and intercommunication, and the like. The integrated research based on the multi-level rail transit train control system mainly aims at the problem that how the urban (suburban) railway which is vigorously developed by the state at present realizes integrated fusion development with other rail transit, makes full use of the respective functional characteristics of the mature train control systems CTCS and CBTC, and achieves the purposes of high-level public transportation operation and interconnection and intercommunication cross-line operation of the urban (suburban) railway in high driving density, automation level, intellectualization and the like. Only around the strategic location of the country on the urban railway, starting from two core operation characteristics of public transportation and networking, a train control signal system (STCS) of a special urban railway is specially researched, can be used for urban railways in urban circles and suburbs, can also be used for regional inter-city railways, realizes the integrated fusion development of the urban railways and the regional inter-city railways, and constructs a 'urban (suburb) + regional inter-city' rail transit integrated network. Meanwhile, conditional interconnection and intercommunication cross-line operation with partial lines such as main railways, intercity railways and urban rail transit can be realized, and the application range of a train control system (STCS) of a suburb railway is greatly improved.
The defects of the existing scheme are as follows:
1) the linkage of the vehicle door and the shield door under the CBTC system is only realized under the CBTC system architecture, and the scenes of state railways and intercity CTCS-2 are not considered.
2) The linkage of the vehicle door and the shield door under the CTCS-2 system is realized only under the CTCS-2 system architecture, and the CBTC scene of urban rail transit is not considered.
The train control signal system (STCS) of the urban railway supports the functions of automatically opening and closing the vehicle door and the shield door, and can realize the safe coordinated linkage of the vehicle door and the shield door, and the control modes of the vehicle door and the shield door adopting the traditional single-system urban rail CBTC or CTCS can not well meet the control requirements of the vehicle door and the shield door under a multi-system signal system, so how to provide a safe linkage control scheme of the vehicle door and the shield door for the urban signal system becomes a technical problem to be solved.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provide a safe linkage control system for a vehicle door and a platform door, which is high in safety, intelligentized and efficient and is used for a multi-system signal system.
The purpose of the invention can be realized by the following technical scheme:
according to one aspect of the invention, a safe linkage control system of a vehicle door and a platform door for a multi-system signal system is provided, which comprises a screen door controller PSDC, a trackside integrated train control device ITCC, a vehicle-ground safe communication controller CCU, a C2 vehicle-mounted device, a CBTC vehicle-mounted device and a trackside transponder;
the shielding door controller PSDC is respectively connected with the integrated train control equipment ITCC beside the rail, the integrated train control equipment ITCC beside the rail is respectively connected with the vehicle-ground safety communication controller CCU and the transponder beside the rail, and the vehicle-ground safety communication controller CCU is respectively connected with the C2 vehicle-mounted equipment and the CBTC vehicle-mounted equipment.
As a preferred technical scheme, the screen door controller PSDC is responsible for receiving a control command of the integrated train control equipment ITCC beside the rail and opening or closing the screen door of the platform according to the control command, and at the same time, the screen door controller PSDC is responsible for acquiring the state of the platform screen door and sending the state of the screen door to the integrated train control equipment ITCC beside the rail.
As a preferable technical solution, the trackside integrated train control equipment ITCC controls the state of the outbound signal according to the state of the shielded gate, and if the state of the shielded gate is non-closed and locked, the movement authorization sent by the trackside integrated train control equipment ITCC to the C2 vehicle-mounted equipment and the CBTC vehicle-mounted equipment is in a non-permitted state.
As a preferred technical scheme, the train-ground safety communication controller CCU is responsible for performing real-time safety communication with the C2 vehicle-mounted equipment, the CBTC vehicle-mounted equipment and the trackside integrated train control equipment ITCC, so as to realize information interaction of the C2 vehicle-mounted equipment, the CBTC vehicle-mounted equipment and the trackside integrated train control equipment ITCC;
the train-ground safety communication controller CCU realizes safety logic communication between the trains of the two systems and the ITCC, and is also responsible for judging whether the trains of the two systems connected with the train-ground safety communication controller CCU belong to the range governed by the train-ground safety communication controller CCU, and directly refusing the connection of the trains of the two systems if the trains of the two systems do not belong to the range governed by the train-ground safety communication controller CCU.
As an optimized technical scheme, the trackside transponder is responsible for providing front parking point and shielding door information for trains of two systems, data in the trackside transponder can be safely identified and analyzed by the trains of the two systems at the same time, and the trackside transponder is compatible with the trains of the two systems at the same time.
As a preferred technical scheme, the C2 onboard equipment is responsible for safety protection of C2 standard train operation on the line, when the train is parked stably at a platform, the C2 onboard equipment judges whether the whole body of the train is positioned in the platform C2 train safety parking area according to the safety information of the front platform and the parking point obtained by reading the data from the trackside transponder, if the train is completely parked stably in the C2 train safety parking area in the platform, the C2 onboard equipment authorizes a driver or an ATO to send a shielding door opening command to a shielding door controller PSDC through a driving platform shielding door button, otherwise does not authorize the driver or the ATO;
when the C2 vehicle-mounted equipment authorizes a driver or an ATO to open the shielding door, the driver or the ATO can simultaneously send door and shielding door opening commands to the train door and the shielding door controller PSDC respectively, and the simultaneous opening of the train door and the shielding door is realized.
As a preferred technical scheme, the CBTC vehicle-mounted equipment is responsible for the safety protection of the operation of a CBTC system train on a line, when the train is stably stopped at a platform, the CBTC vehicle-mounted equipment judges whether the whole train body of the train is positioned in a safe train parking area of the platform CBTC train according to safety information of the platform and a parking point in front obtained from a trackside transponder, if the train is completely stably stopped in the safe train parking area of the CBTC train in the platform, the CBTC vehicle-mounted equipment authorizes a driver or an ATO to send a shielding door opening command to a shielding door controller PSDC through a driving platform shielding door button, otherwise, does not authorize the driver or the ATO;
when the CBTC vehicle-mounted equipment authorizes a driver or an ATO to open the shielding door, the driver or the ATO simultaneously sends door and shielding door opening commands to the train door and the shielding door controller PSDC respectively, and the simultaneous opening of the train door and the shielding door is realized.
As a preferable technical scheme, when a C2 train or a CBTC train is stably stopped at a platform C2 or a CBTC parking area and a screen door is in a non-closed and locked state, the integrated train control equipment ITCC beside the track controls an outbound signal to be a red light and sends a movement authorization in a limited state to the C2 train or the CBTC train, so as to prevent the train from moving at the platform.
As a preferred technical scheme, serial ports or network communication is adopted among the shield door controller PSDC, the trackside integrated train control equipment ITCC and the train-ground safety communication controller CCU, and a communication protocol is a safety communication protocol and meets the safety level of SIL 4;
the safety integrity grades of the shielding door controller PSDC, the trackside integrated train control equipment ITCC and the train-ground safety communication controller CCU are SIL 4;
the C2 vehicle-mounted equipment, the CBTC vehicle-mounted equipment and the CCU support wireless communication based on 5G, LTE, GSM-R or Wifi, the communication protocol is a safe communication protocol, and the safety level of SIL4 is met.
As a preferable technical scheme, short-distance radio frequency signal communication is adopted between the trackside transponder and the C2 vehicle-mounted equipment and between the trackside transponder and the CBTC vehicle-mounted equipment, communication data are guaranteed by a safety check code, and data transmitted end to end are guaranteed to be safely identified.
Compared with the prior art, the invention has the following advantages:
1) the interlocking logic of shield door and signal and train movement authorization is realized by adopting integrated train equipment ITCC, and one set of trackside equipment simultaneously supports the linkage control of double-system (CBTC and C2 system) trains on the shield door and the train door.
2) The trackside transponder data messages are designed uniformly and are compatible with reading of a dual-system train.
3) By the integrated control of the ITCC and the unified design of the data format of the transponder, the complexity of control logics of the shielding door of trackside equipment and the existing system is reduced, and the stability of the system is improved.
Drawings
FIG. 1 is a schematic structural view of the present invention;
FIG. 2 is a diagram of a transponder data frame format in accordance with the present invention;
FIG. 3 is a flow chart of the manually opened and closed screen door of the present invention;
FIG. 4 is a flow chart of the present invention for the vehicle-mounted automatic opening and closing of the screen door.
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.
As shown in fig. 1, the platform screen door controller in fig. 1 is referred to as PSDC, the trackside integrated train control equipment is referred to as ITCC, and the train-ground safety communication controller is referred to as CCU. The C2 vehicle-mounted mode refers to vehicle-mounted equipment of a CTCS-2 mode, and the CBTC vehicle-mounted mode refers to vehicle-mounted equipment based on a mobile blocking mode.
The train-ground safety communication control system comprises a shielding door controller PSDC, a trackside integrated train control device ITCC, a train-ground safety communication controller CCU, a C2 vehicle-mounted device, a CBTC vehicle-mounted device and a trackside transponder.
The PSDC is responsible for receiving a control command of the ITCC and opening or closing a shielding door of the platform according to the control command, and simultaneously, the PSDC is responsible for acquiring the state of the shielding door of the platform and sending the state of the shielding door to the ITCC.
And the ITCC controls the state of the outbound signal machine according to the state of the shielded gate, and if the state of the shielded gate is not closed and locked, the ITCC sends movement authorization to the C2 vehicle-mounted equipment and the CBTC vehicle-mounted equipment to be in a non-permission state.
The functions of ITCC are mainly: the method comprises the steps of providing quasi-moving block authorization for a C2 train, providing moving authorization for a CBTC train, managing the interlocking relation of routes, signals and switches in a station, acquiring the state of sections in the station, controlling the actions of the signals and the switches beside a rail, and the like.
The CCU is responsible for carrying out real-time safe communication with the C2 vehicle-mounted unit, the CBTC vehicle-mounted unit and the ITCC, and information interaction of the C2 vehicle-mounted unit, the CBTC vehicle-mounted unit and the ITCC is achieved. And the safe logic communication between the trains with two systems and the ITCC is realized. The CCU is simultaneously responsible for judging whether the trains of the two systems connected with the CCU belong to the scope under the jurisdiction of the CCU, and if not, the connection of the trains of the two systems is directly refused.
The trackside transponder is responsible for providing front parking points, shielding door information and the like for the trains of two systems, data in the transponder can be safely identified and analyzed by the trains of the two systems at the same time, and the transponder is compatible with the trains of the two systems at the same time.
The C2 vehicle-mounted is mainly responsible for safety protection of C2 standard train operation on the line, when the train is stably stopped at a platform, the C2 vehicle-mounted judges whether the whole train body of the train is positioned in a platform C2 train safety parking area according to front platform and stop point safety information obtained by reading data of a transponder beside the rail, if the train is completely stably stopped in the C2 train safety parking area in the platform, the C2 vehicle-mounted authorizes a driver/ATO to send a shielding door opening command to a PSDC through a driving platform shielding door button, otherwise, does not authorize the driver/ATO.
When the C2 vehicle-mounted authorized driver/ATO opens the shielding door, the driver/ATO can simultaneously send door and shielding door opening commands to the train door and the trackside PSDC respectively, so that the door and the shielding door can be opened simultaneously.
The CBTC vehicle-mounted system is mainly responsible for safety protection of operation of a CBTC system train on a line, when the train is stably stopped at a platform, the CBTC vehicle-mounted system judges whether the whole train body of the train is positioned in a safe train stopping area of the platform CBTC train according to safety information of a front platform and a stopping point obtained by reading data of a transponder beside the track, if the train is completely stably stopped in the safe train stopping area of the CBTC train in the platform, the CBTC vehicle-mounted system can authorize a driver/ATO to send a shielding door opening command to a PSDC through a driving platform shielding door button, and otherwise, the driver/ATO is not authorized.
When the CBTC vehicle-mounted authorized driver/ATO opens the shielding door, the driver/ATO can simultaneously send door and shielding door opening commands to the train door and the rail-side PSDC respectively, and the simultaneous opening of the door and the shielding door is realized.
When the C2/CBTC train is stably stopped at the platform C2/CBTC parking area and the shielding door state is in a non-closed and locked state, the ITCC controls the outbound signal machine to be a red light and sends movement authorization in a limited state to the C2/CBTC train so as to realize that the train is not allowed to move at the platform.
The safety design for the system is as follows:
serial port or network communication is adopted among the ITCC, the PSDC and the CCU, and the communication protocol is a safe communication protocol and meets the safety level of SIL 4.
The safety integrity levels of ITCC, PSDC, and CCU are all SIL 4.
The vehicle-mounted C2, CBTC and CCU support wireless communication based on 5G \ LTE \ GSM-R \ Wifi, and the communication protocol is a safe communication protocol and meets the safety level of SIL 4.
The transponder and the C2 vehicle-mounted CBTC vehicle-mounted vehicle-.
For the first scenario, the vehicle door and the shield door are opened and closed manually, and the specific flow is shown in fig. 3.
For the second scenario, the vehicle-mounted ATO open/close vehicle door and the screen door, the specific flow is shown in fig. 4.
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 safety linkage control system for a vehicle door and a platform door of a multi-standard signal system is characterized by comprising a shielding door controller PSDC, a trackside integrated train control device ITCC, a vehicle-ground safety communication controller CCU, a C2 vehicle-mounted device, a CBTC vehicle-mounted device and a trackside transponder;
the shielding door controller PSDC is respectively connected with the integrated train control equipment ITCC beside the rail, the integrated train control equipment ITCC beside the rail is respectively connected with the vehicle-ground safety communication controller CCU and the transponder beside the rail, and the vehicle-ground safety communication controller CCU is respectively connected with the C2 vehicle-mounted equipment and the CBTC vehicle-mounted equipment.
2. The system of claim 1, wherein the screen door controller PSDC is responsible for receiving control commands of the ITCC and opening or closing a screen door of a platform according to the control commands, and is responsible for acquiring the state of the platform screen door and sending the state of the screen door to the ITCC.
3. The system as claimed in claim 1, wherein the ITCC controls the status of the outbound signal according to the status of the screen door, and if the screen door is not closed and locked, the movement authorization sent by the ITCC to the C2 vehicle-mounted device and the CBTC vehicle-mounted device is not allowed.
4. The system as claimed in claim 1, wherein the vehicle-ground safety communication controller CCU is responsible for real-time safety communication with the C2 vehicle-mounted device, the CBTC vehicle-mounted device and the integrated train control device ITCC at the side of the track, so as to realize information interaction of the C2 vehicle-mounted device, the CBTC vehicle-mounted device and the integrated train control device ITCC at the side of the track;
the train-ground safety communication controller CCU realizes safety logic communication between the trains of the two systems and the ITCC, and is also responsible for judging whether the trains of the two systems connected with the train-ground safety communication controller CCU belong to the range governed by the train-ground safety communication controller CCU, and directly refusing the connection of the trains of the two systems if the trains of the two systems do not belong to the range governed by the train-ground safety communication controller CCU.
5. The system as claimed in claim 1, wherein the wayside transponder is responsible for providing information of a front stop point and a screen door for trains of two systems, and data in the wayside transponder can be safely identified and analyzed by the trains of two systems at the same time, so that the wayside transponder is compatible with the trains of two systems at the same time.
6. The system as claimed in claim 1, wherein the C2 car-mounted device is responsible for safety protection of C2 train operation on the line, when the train is parked stably at the platform, the C2 car-mounted device judges whether the whole body of the train is positioned in the platform C2 train safety parking area according to the front platform and stop point safety information obtained by reading the data of the wayside transponder, if the train is completely parked stably in the C2 train safety parking area in the platform, the C2 car-mounted device authorizes the driver or ATO to send the shielding door opening command to the shielding door controller PSDC through the driving platform shielding door button, otherwise, does not authorize the driver or ATO;
when the C2 vehicle-mounted equipment authorizes a driver or an ATO to open the shielding door, the driver or the ATO can simultaneously send door and shielding door opening commands to the train door and the shielding door controller PSDC respectively, and the simultaneous opening of the train door and the shielding door is realized.
7. The system of claim 1, wherein the CBTC vehicle-mounted device is responsible for safety protection of operation of a CBTC system train on a line, and when the train is parked stably at a platform, the CBTC vehicle-mounted device determines whether the entire body of the train is positioned within a platform CBTC train safety parking area according to front platform and parking point safety information acquired from a wayside transponder, and if the train is parked stably in the platform CBTC train safety parking area, the CBTC vehicle-mounted device authorizes a driver or an ATO to send a shielding door opening command to the shielding door controller PSDC through a driving platform shielding door button, otherwise, does not authorize the driver or the ATO;
when the CBTC vehicle-mounted equipment authorizes a driver or an ATO to open the shielding door, the driver or the ATO simultaneously sends door and shielding door opening commands to the train door and the shielding door controller PSDC respectively, and the simultaneous opening of the train door and the shielding door is realized.
8. The system as claimed in claim 1, wherein when the C2 train or CBTC train is stably stopped at the C2 or CBTC parking area and the screen door is in the non-closed and locked state, the ITCC controls the outbound signal to be red light and sends the restricted-state movement authorization to the C2 train or CBTC train to prevent the train from moving at the platform.
9. The vehicle door and platform door safety linkage control system for the multi-standard signal system according to claim 1, wherein serial port or network communication is adopted among the screen door controller PSDC, the trackside integrated train control equipment ITCC and the vehicle-ground safety communication controller CCU, the communication protocol is a safety communication protocol, and meets the safety level of SIL 4;
the safety integrity grades of the shielding door controller PSDC, the trackside integrated train control equipment ITCC and the train-ground safety communication controller CCU are SIL 4;
the C2 vehicle-mounted equipment, the CBTC vehicle-mounted equipment and the CCU support wireless communication based on 5G, LTE, GSM-R or Wifi, the communication protocol is a safe communication protocol, and the safety level of SIL4 is met.
10. The system as claimed in claim 1, wherein the trackside transponder communicates with the C2 vehicle-mounted device and the CBTC vehicle-mounted device via short-range radio frequency signals, and communication data is guaranteed by a security check code, so as to ensure that data transmitted from end to end is safely identified.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110304992.7A CN113022656B (en) | 2021-03-18 | 2021-03-18 | Vehicle door and platform door safety linkage control system for multi-system signal system |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110304992.7A CN113022656B (en) | 2021-03-18 | 2021-03-18 | Vehicle door and platform door safety linkage control system for multi-system signal system |
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| CN113022656A true CN113022656A (en) | 2021-06-25 |
| CN113022656B CN113022656B (en) | 2022-07-15 |
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| Publication number | Publication date |
|---|---|
| CN113022656B (en) | 2022-07-15 |
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