CN113911170A - Train route manual unlocking delay calculation method for railway station interlocking system - Google Patents
Train route manual unlocking delay calculation method for railway station interlocking system Download PDFInfo
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Abstract
A railway station interlocking system train route manual unlocking delay calculation method comprises the following steps: acquiring the running time T from the maximum allowable speed braking to the stopping of the trainSystem for making(ii) a Obtaining the idle running time T of train brakingAir conditioner(ii) a Acquiring the reaction additional time T of people and equipment according to different station typesAttachment(s)(ii) a T obtained according to S100-S300System for making、TAir conditionerAnd TAttachment(s)Time, obtaining the train route manual unlocking delay time T of the station interlocking systemHuman being like. The invention can effectively solve the contradiction between traffic safety and efficiency, ensures that the route unlocking is more scientific and reasonable, optimizes the design of the ordinary speed railway, improves the design quality of the high-speed railway with long and large slopes and the high-speed railway with the speed per hour of more than 350 kilometers, and better ensures the operation safety. The computer interlocking system of the 400km/h high-speed railway manually unlocks the giving of the delay time common value of train receiving route and forward line departure route, and canThe design of the conventional system is simplified, the complexity is avoided, and the operation and maintenance of the system are facilitated.
Description
Technical Field
The invention relates to the field of railway station interlocking, in particular to a method for calculating the manual unlocking delay of a train access of a railway station interlocking system.
Background
The interlocking system is important equipment for ensuring the traffic safety of railway stations, and the access lock of the interlocking system is locked in advance and is close to the locking. The pre-locking is the locking when the approaching section of the automobile is not closed after the signal is opened, and the signal can be closed and the access is unlocked as long as the locking cancels the access procedure. The approach locking is locking when the approach section of the train has a train after the signal is opened, the locking can not unlock the approach by a method of canceling the approach, only unlocks the approach section after the train or the shunting train passes through the turnout section, or unlocks the approach by a method of manual unlocking in a delayed way.
When the traffic signal is suddenly changed from the permission light to the prohibition light in the approaching section, the driver stops the vehicle by adopting normal braking, and possibly sends a signal in an impossibility, and if the driver immediately unlocks the access route when the access route signal is allowed to be closed at the moment, a serious traffic accident can be caused. In order to ensure the driving safety, according to the technical conditions of computer interlocking at railway stations (TB/T3027-2015), when manual unlocking of the access is handled, if the access is close to a locked state, the access is delayed and unlocked; in a general situation, the manual unlocking of the receiving approach and the forward departure approach is delayed for 3min from the closing of the annunciator, the manual unlocking of the departure approach in the lateral direction of the turnout with the number of more than 18 is delayed for 3min from the closing of the annunciator, and the manual unlocking of other approaches is delayed for 30s from the closing of the annunciator; for the CTCS-3 level line station manual unlocking train route delay time, the receiving route, the forward route and the departure route of the turnout with the number more than 18 in the lateral direction are 4min, and the other lateral departure and guide routes are 60 s.
In the prior art, in order to ensure the driving safety, the delay time of a manual unlocking access way is not less than the running time from the highest allowable speed braking to the stopping of a train after a signal is closed. When the approaching section of the train route has continuous or a plurality of long slopes, or the maximum allowable speed is higher than the current 350km/h, or the braking performance of the train is changed, if the delay time of manually unlocking the train route for receiving the train route and forwarding the train route by the station interlocking system is still the value according to the current regulation, a train rail signal is possibly existed, and the train is pressed into the section with the turnout rotation, so that the risks of overturn, rolling over turnout equipment and the like are caused, although the occurrence probability of the situation is extremely low, once the situation occurs, the consequence is very serious, especially for a high-speed railway, the train running speed is high, the traffic density is high, and the running and personal safety is threatened if the situation occurs.
Disclosure of Invention
In view of the above problems, the present invention has been made to provide a method for calculating a manual unlocking delay of a train route of a railway station interlocking system, which overcomes or at least partially solves the above problems.
In order to solve the technical problem, the embodiment of the application discloses the following technical scheme:
a railway station interlocking system train route manual unlocking delay calculation method is characterized by comprising the following steps:
s100, obtaining the running time T from the highest allowable speed braking to the stopping of the trainSystem for making；
S200, obtaining the idle running time T of train brakingAir conditioner；
S300, acquiring additional reaction time T of people and equipment according to different station typesAttachment(s)；
S400, obtaining T according to S100-S300System for making、TAir conditionerAnd TAttachment(s)Time, obtaining the train route manual unlocking delay time T of the station interlocking systemHuman being like。
Further, the running time T from the maximum allowable speed braking to the stopping of the trainSystem for makingEmergency braking time T for ordinary speed railwayFastening systemCalculating the maximum service brake time T of the high-speed railway, the intercity railway, the passenger-cargo co-linear railway and the heavy haul railwayConventional systemAnd (4) calculating.
Further, the station types are classified into a CTCS-2 station and a CTCS-3 station.
Further, the running time T of train brakingConventional systemThe calculation formula of (2) is as follows:
wherein, V1、V2The time interval initial speed, final speed, unit: km/h; a is V1～V2Average maximum service brake deceleration in units of: m/s2。
Further, the air-moving time T of the maximum service brake of the train of the motor train unit of the high-speed railway, the inter-city railway and the passenger-cargo collinear railway is 3 seconds.
Further, when the station is a CTCS-2 class station, the additional time for the reaction of the human and the device includes a time for turning off the signal to the interlock communicator and a ground and vehicle-mounted device processing time.
Further, when the station is a CTCS-3 level station, the additional time of the reaction of the people and the equipment comprises the time of closing a signal to an interlocking communication machine, the time of interrupting communication between RBC and vehicle-mounted maximum allowable communication and the processing time of the ground and vehicle-mounted equipment.
Further, the running time T of train braking is related to the station slope, and when the station slope is larger and larger, the running time T of train braking is longer and longer.
Further, the running time T normal of train braking is related to the vehicle type, different braking forces of different vehicle types are different, the smaller the deceleration of the train braking is, and the running time T normal from the highest allowable speed braking to the stopping of the train is longer and longer.
Further, the method is characterized in that the manual unlocking delay time T of the train access of the station interlocking system is calculated according to the formula:
Thuman being like＝TSystem for making+TAir conditioner+TAttachment(s)
Wherein, TSystem for makingFor the time of travel of the train from maximum allowable speed braking to standstill, TAir conditionerFor braking trainsTravel time, TAttachment(s)Adding time to the reaction of the person and the equipment.
The technical scheme provided by the embodiment of the invention has the beneficial effects that at least:
compared with the prior art, the invention provides a method for calculating the manual unlocking delay time of the train route of the railway station interlocking system, which is used for calculating the manual unlocking delay time of the high-speed railway train route and the manual unlocking train receiving route of the 400km/h high-speed railway computer interlocking system, and defining the delay time calculation formula, related parameters and calculation conditions for manually unlocking the route and approaching locking of the railway station interlocking system, so that a designer can perform adaptive detection on the manual unlocking delay time of the station interlocking system adopted by design, and can also perform T-shaped detection on the high-speed railway with the design speed higher than 350km/h and the line without the manual unlocking delay time regulation of the related computer interlocking systemHuman being likeThe method can effectively solve the contradiction between traffic safety and efficiency, ensure that the route unlocking is more scientific and reasonable, optimize the design of the ordinary speed railway, improve the design quality of the high-speed railway with long and large slopes and the high-speed railway with the speed per hour of more than 350 kilometers, and better ensure the operation safety. And the computer interlocking system of the high-speed railway of 400km/h manually unlocks the giving of the common values of the delay time of train receiving route and departure route of the main track, so that the design of the conventional system can be simplified, the complexity is avoided, and the operation and maintenance of the system are facilitated.
The technical solution of the present invention is further described in detail by the accompanying drawings and embodiments.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the principles of the invention and not to limit the invention. In the drawings:
fig. 1 is a flowchart of a method for calculating a train route manual unlocking delay of a railway station interlocking system in embodiment 1 of the present invention.
Detailed Description
Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.
In order to solve the problems in the prior art, the embodiment of the invention provides a method for calculating the manual unlocking delay of a train access of a railway station interlocking system.
Example 1
The embodiment discloses a railway station interlocking system train route manual unlocking delay calculation method, which comprises the following steps:
s100, obtaining the running time T from the highest allowable speed braking to the stopping of the trainSystem for making(ii) a It will be appreciated that the time of travel of the train from maximum allowable speed braking to stopping should take into account factors such as maximum allowable speed of the line, train braking performance, line conditions (ramps, curves, etc.), etc. The time it takes for the most disadvantaged vehicle model that should normally be brought on line to decelerate to a stop with maximum service brake at the highest design speed for the line is calculated on the approach section.
In the embodiment, the running time T from the maximum allowable speed braking to the stopping of the trainSystem for makingEmergency braking time T for ordinary speed railwayFastening systemCalculating the maximum service brake time T of the high-speed railway, the intercity railway, the passenger-cargo co-linear railway and the heavy haul railwayConventional systemAnd (4) calculating.
In the present embodiment, the idle running time T of train brakingConventional systemThe calculation formula of (2) is as follows:
wherein, V1、V2The time interval initial speed, final speed, unit: km/h; a is V1～V2Average service brake deceleration in units of: m/s2。
In some preferred embodiments, the train brakes the rideLine time TConventional systemThe running time T of the train brake is related to the station slope, and when the station slope is larger and larger, the running time T of the train brakeConventional systemAnd longer.
S200, obtaining the idle running time T of train brakingAir conditioner(ii) a In the present embodiment, TAir conditionerThe maximum common air-free time of the motor train unit can be 3s for the air-free time of the train, such as a high-speed railway, an inter-city railway and a passenger-cargo collinear railway.
S300, acquiring additional reaction time T of people and equipment according to different station typesAttachment(s)(ii) a In the present embodiment, the station types are classified into a CTCS-2 class station and a CTCS-3 class station. The CTCS-2 level is the existing train control system at present, is a point-connection type train overspeed protection system for transmitting train operation control information based on a point type responder and a continuous track circuit, has been successfully applied to an acceleration line and a passenger special line, and is suitable for lines of 200km/h-250 km/h. The CTCS-3 level is basically similar to the CTCS-2 level, but the RBC is introduced on the basis of the CTCS-2 level to realize vehicle-ground bidirectional communication.
Specifically, as shown in table one, when the station is a CTCS-2 class station, the additional time for the reaction of the human and the device includes a time for turning off the signal to the interlock communication machine and a time for processing the ground and the vehicle-mounted device. When the station is a CTCS-3 level station, the additional time of the reaction of people and equipment comprises the time from a closing signal to an interlocking communication machine, the time of the RBC communication interruption with the vehicle-mounted maximum allowable communication and the processing time of the ground and the vehicle-mounted equipment. In this embodiment, it can be seen from the first table that 3.9s are taken for the CTCS-2 station and 23.9s are taken for the CTCS-3 station.
Watch 1
S400, obtaining T according to S100-S300System for making、TAir conditionerAnd TAttachment(s)Time, obtaining the train route manual unlocking delay time T of the station interlocking systemHuman being like。
In this embodiment, the train route of the station interlocking system is manually unlocked by the delay time THuman being likeFormula for calculationComprises the following steps:
Thuman being like＝TSystem for making+TAir conditioner+TAttachment(s)
Wherein, TSystem for makingFor the time of travel of the train from maximum allowable speed braking to standstill, TAir conditionerFor the free time of train braking, TAttachment(s)Adding time to the reaction of the person and the equipment.
The embodiment provides a method for calculating the manual unlocking delay time of a train route of a railway station interlocking system, which is used for calculating the manual unlocking delay time of a high-speed railway train route and the manual unlocking train receiving route of a 400km/h high-speed railway computer interlocking system, and defining the delay time calculation formula, related parameters and calculation conditions for manually unlocking the route and approaching locking of the railway station interlocking system, so that a designer can perform adaptive detection on the manual unlocking delay time of the station interlocking system adopted by design, can also perform T-shaped detection on the high-speed railway with the design speed higher than 350km/h and the line without the manual unlocking delay time regulation of the related computer interlocking systemHuman being likeThe method can effectively solve the contradiction between traffic safety and efficiency, ensure that the route unlocking is more scientific and reasonable, optimize the design of the ordinary speed railway, improve the design quality of the high-speed railway with long and large slopes and the high-speed railway with the speed per hour of more than 350 kilometers, and better ensure the operation safety. And the computer interlocking system of the high-speed railway of 400km/h manually unlocks the giving of the common values of the delay time of train receiving route and departure route of the main track, so that the design of the conventional system can be simplified, the complexity is avoided, and the operation and maintenance of the system are facilitated.
It should be understood that the specific order or hierarchy of steps in the processes disclosed is an example of exemplary approaches. Based upon design preferences, it is understood that the specific order or hierarchy of steps in the processes may be rearranged without departing from the scope of the present disclosure. The accompanying method claims present elements of the various steps in a sample order, and are not intended to be limited to the specific order or hierarchy presented.
In the foregoing detailed description, various features are grouped together in a single embodiment for the purpose of streamlining the disclosure. This method of disclosure is not to be interpreted as reflecting an intention that the claimed embodiments of the subject matter require more features than are expressly recited in each claim. Rather, as the following claims reflect, invention lies in less than all features of a single disclosed embodiment. Thus, the following claims are hereby expressly incorporated into the detailed description, with each claim standing on its own as a separate preferred embodiment of the invention.
Those of skill would further appreciate that the various illustrative logical blocks, modules, circuits, and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both. To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, circuits, and steps have been described above generally in terms of their functionality. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the overall system. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present disclosure.
The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. A software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to the processor such the processor can read information from, and write information to, the storage medium. Of course, the storage medium may also be integral to the processor. The processor and the storage medium may reside in an ASIC. The ASIC may reside in a user terminal. Of course, the processor and the storage medium may reside as discrete components in a user terminal.
For a software implementation, the techniques described herein may be implemented with modules (e.g., procedures, functions, and so on) that perform the functions described herein. The software codes may be stored in memory units and executed by processors. The memory unit may be implemented within the processor or external to the processor, in which case it can be communicatively coupled to the processor via various means as is known in the art.
What has been described above includes examples of one or more embodiments. It is, of course, not possible to describe every conceivable combination of components or methodologies for purposes of describing the aforementioned embodiments, but one of ordinary skill in the art may recognize that many further combinations and permutations of various embodiments are possible. Accordingly, the embodiments described herein are intended to embrace all such alterations, modifications and variations that fall within the scope of the appended claims. Furthermore, to the extent that the term "includes" is used in either the detailed description or the claims, such term is intended to be inclusive in a manner similar to the term "comprising" as "comprising" is interpreted when employed as a transitional word in a claim. Furthermore, any use of the term "or" in the specification of the claims is intended to mean a "non-exclusive or".
Claims (10)
1. A railway station interlocking system train route manual unlocking delay calculation method is characterized by comprising the following steps:
s100, obtaining the running time T from the highest allowable speed braking to the stopping of the trainSystem for making；
S200, obtaining the idle running time T of train brakingAir conditioner；
S300, acquiring additional reaction time T of people and equipment according to different station typesAttachment(s)；
S400, obtaining T according to S100-S300System for making、TAir conditionerAnd TAttachment(s)Time, obtaining the train route manual unlocking delay time T of the station interlocking systemHuman being like。
2. The method for calculating the manual unlocking delay of the train route of the railway station interlocking system as claimed in claim 1, wherein the train is controlled from the highest allowable speedMoving-to-parking running time TSystem for makingEmergency braking time T for ordinary speed railwayFastening systemCalculating the maximum service brake time T of the high-speed railway, the intercity railway, the passenger-cargo co-linear railway and the heavy haul railwayConventional systemAnd (4) calculating.
3. The method for calculating the manual unlocking delay of the train route of the railway station interlocking system as claimed in claim 1, wherein the types of the stations are a CTCS-2 station and a CTCS-3 station.
4. The method for calculating the manual unlocking delay of the train route of the railway station interlocking system as claimed in claim 2, wherein the running time T from the maximum allowable speed braking to the stopping of the train is providedConventional systemThe calculation formula of (2) is as follows:
wherein, V1、V2The time interval initial speed, final speed, unit: km/h; a is V1～V2Average maximum service brake deceleration in units of: m/s 2.
5. The method for calculating the manual unlocking delay of the train access of the railway station interlocking system as claimed in claim 1, wherein the air travel time T of the maximum service brake of the train of the motor train unit of the high-speed railway, the intercity railway and the passenger-cargo collinear railwayAir conditionerIt was 3 seconds.
6. The method for calculating the manual unlocking delay of the train route of the railway station interlocking system as claimed in claim 3, wherein when the station is a CTCS-2 station, the additional time for the reaction of the human and the equipment comprises the time for closing the signal to the interlocking communication machine and the processing time of the ground and the vehicle-mounted equipment.
7. The method for calculating the manual unlocking delay of the train route of the railway station interlocking system as claimed in claim 3, wherein when the station is a CTCS-3 station, the additional time for the reaction of the human and the equipment comprises the time for closing a signal to an interlocking communicator, the time for interrupting the communication between the RBC and the vehicle-mounted maximum allowable communication, and the processing time of the ground and the vehicle-mounted equipment.
8. The method for calculating the manual unlocking delay of the train route of the railway station interlocking system as claimed in claim 4, wherein the running time Tnormal of the train brake is related to the gradient of the station approaching section, and when the gradient of the station approaching section is increased, the running time Tnormal of the train from the maximum allowable speed brake to the stop is increased.
9. The method as claimed in claim 4, wherein the running time T of the train brake is related to the type of the train, the braking force of the train is different, the deceleration of the train is smaller, and the running time T from the maximum allowable speed brake to the stop of the train is shorterConventional systemAnd longer.
10. The method for calculating the manual unlocking delay of the train route of the railway station interlocking system as claimed in claim 1, wherein the manual unlocking delay time T of the train route of the railway station interlocking systemHuman being likeThe calculation formula is as follows:
Thuman being like＝TSystem for making+TAir conditioner+TAttachment(s)
Wherein, TSystem for makingFor the time of travel of the train from maximum allowable speed braking to standstill, TAir conditionerFor the free time of train braking, TAttachment(s)Adding time to the reaction of the person and the equipment.
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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 |
| CN115871749A (en) * | 2023-01-30 | 2023-03-31 | 卡斯柯信号(北京)有限公司 | Method and device for controlling unlocking route based on delayed unlocking duration |
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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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| CN115871749A (en) * | 2023-01-30 | 2023-03-31 | 卡斯柯信号(北京)有限公司 | Method and device for controlling unlocking route based on delayed unlocking duration |
| CN115871749B (en) * | 2023-01-30 | 2023-06-09 | 卡斯柯信号(北京)有限公司 | Method and device for controlling unlocking route based on delayed unlocking time length |
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