CN113954922A - Train entering and exiting section method suitable for full-line non-secondary train occupation detection equipment - Google Patents
Train entering and exiting section method suitable for full-line non-secondary train occupation detection equipment Download PDFInfo
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- CN113954922A CN113954922A CN202111201866.5A CN202111201866A CN113954922A CN 113954922 A CN113954922 A CN 113954922A CN 202111201866 A CN202111201866 A CN 202111201866A CN 113954922 A CN113954922 A CN 113954922A
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Abstract
The invention discloses a train entering and exiting section method suitable for a full-line non-secondary train occupation detection device. The problem of the train of no secondary occupation check out test set circuit discrepancy section operation is solved, it is big to have solved special circuit installation secondary occupation check out test set degree of difficulty such as air rail, has reduced the construction cost and the maintenance cost of trackside equipment, has realized the other target of lightweight trackside.
Description
Technical Field
The invention belongs to the technical field of rail transit, and particularly relates to a train entering and exiting section method.
Background
In urban rail transit, a trackside secondary train occupation detection device is used for assisting in degrading train position detection in a general scheme.
Due to the fact that the construction cost, the debugging cost and the maintenance cost of the trackside equipment are large, the lightweight trackside requirement is always met in urban rail transit.
Disclosure of Invention
The invention aims to solve the technical problem of providing a train in-out section method suitable for a whole-line non-secondary train occupation detection device, and avoiding the problems of higher construction cost, debugging cost and maintenance cost caused by the installation of the secondary train occupation detection device.
In order to solve the technical problems, the invention adopts the following technical scheme:
on one hand, for the out-of-range, the train out-of-range method suitable for the whole-line wireless secondary train occupation detection equipment is provided, and comprises the following steps:
1) the vehicle section management platform moves the vehicles to be delivered to the delivery position, locks delivery rails, and sends the locked information of the vehicle section management platform to the OC, so that the OC limiting signal machines D01 and D02 are opened;
2) after confirming that the ZHG is out of the vehicle, issuing a ZHG route command, and locking a ZHG area after checking that an enemy route is correct by the OC;
3) after confirming that the ZHG is out of the vehicle, a signal opening command is issued, and after the OC checks that the vehicle section management platform is locked and the ZHG area is locked, a D01 signal is opened;
4) when the train runs to ZHG and stops before the D03 signal, the D01 signal is turned off after a certain time delay:
5) after the ZHG is positioned and the wireless connection is normal, the ATS issues a running chart and a timetable to the train, and the driving mode is switched to the FAM mode;
6) the train drives away from the switching track in an FAM mode and enters a positive line, and the OC automatically unlocks the ZHG access path after detecting that the train drives away from the ZHG.
Further, a camera is installed near D01 to confirm that there is no car on ZHG.
Further, the D01 open condition is cascaded into the emergency braking circuit through the patch cord of the train.
Furthermore, if the D01 semaphore needs to be opened again after being closed for a certain time, the B01 button needs to be pressed again, and if the train does not need to be taken out, the ZHG access is cancelled to finish access unlocking after the train needs to be confirmed to be stopped manually.
In another aspect, for entering a train, a train entering method suitable for a full-line wireless secondary train occupation detection device is provided, wherein the communication train entering method comprises the following steps:
1) after confirming that the vehicle section has no fault and is clear, moving the vehicle section to be in place and locking;
2) after confirming that the ZHG is out of the vehicle, transacting an access from a positive line to the ZHG, checking the locking of the vehicle section management platform by the OBC, and locking the vehicle section management platform into the ZHG access after the access locking condition is met;
3) after confirming that the ZHG and the vehicle section management platform are out of service, pressing a B01 button, checking that an access path is locked by the system, automatically opening a front-of-fork protection signal and a D02, and enabling a section before a switching track and the switching track to be out of service, taking a ZHG terminal point as NVMAL, taking a protection area boundary in the vehicle section management platform as VMAL, enabling a train to enter the ZHG in a FAM mode, stopping before the D02 and automatically opening a door;
4) a driver gets on the train on the switching track, switches into an artificial driving mode, and drives the train to enter a train section management platform;
5) the OBC detects that the train is completely driven into the vehicle segment management platform, turns off D02, unlocks ZHG and disconnects wireless communication.
The non-communication vehicle entering section comprises the following steps:
1) after confirming that the vehicle section management platform has no fault and is clear, moving the vehicle section management platform in place and locking the vehicle section management platform;
2) after confirming that the ZHG is out of the vehicle, transacting an access from a positive line to the ZHG, and checking the locking of the vehicle section management platform by the OC, and locking the access into the ZHG access after the access locking condition is met;
3) after confirming that the ZHG and the vehicle section management platform are out of the vehicle, pressing a button B01, checking that an access way is locked by an OC, and automatically opening a front protection signal and a D02;
4) and after the train is confirmed to completely drive into the vehicle section management platform, the access way is manually unlocked, and the OC deletes the non-communication vehicle after the access way is unlocked.
According to the technical scheme, the secondary train occupation detection equipment is not arranged, the problems of high construction cost, debugging cost and maintenance cost caused by the installation of the secondary train occupation detection equipment are solved, and meanwhile, the normal running of the train in and out section between the train sections without the secondary train occupation detection equipment and the train in and out section between the train sections without the secondary train occupation detection equipment is solved through the technical scheme. The problem of the train of no secondary occupation check out test set circuit discrepancy section operation is solved, it is big to have solved special circuit installation secondary occupation check out test set degree of difficulty such as air rail, has reduced the construction cost and the maintenance cost of trackside equipment, has realized the other target of lightweight trackside.
The following detailed description of the present invention will be provided in conjunction with the accompanying drawings.
Drawings
The invention is further described with reference to the accompanying drawings and the detailed description below:
FIG. 1 is a schematic layout of a non-axle counting transfer rail apparatus;
in the figure: b01 is an entrance/exit permission button provided at the entrance/exit position, B02 is a switch track screening confirmation button provided at the switch track, D01 is an exit start signal, D02 is an entrance signal, and D03 is an exit end signal.
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 only a part of the embodiments of the present invention, and not all of the embodiments. The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the invention, its application, or uses. 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.
First, the technical terms appearing in the present invention are explained as follows:
and (3) OBC: vehicle-mounted controller
OC: target controller
ATS: automatic train monitoring system
FAM: fully automatic mode of operation
RM: limiting manual driving modes
ZHG: conversion rail
The invention is applied to the train entrance and exit section on the line without the secondary occupancy detection equipment. The vehicle section management platform management vehicle is used for managing the vehicle section without secondary occupation detection equipment, and the video monitoring and the section-out signal machine running red light protection of the conversion rail are added to finish the operation of the train in and out sections by combining a main line OC and a vehicle-mounted OBC system.
The embodiment of the invention provides a train out-of-section and in-section method suitable for a whole-line wireless secondary train occupation detection device, which has the following specific technical scheme:
first, the train leaves the section
1) The car segment management platform moves the car ready for departure to the departure location, locks the departure track, and sends the locked information of the car segment management platform to the OC for the OC to restrict D01, D02 to be open.
2) The dispatcher checks CCTV to confirm that ZHG has no vehicle, manually issues a ZHG route command, and locks a ZHG area after the OC checks that the enemy route is correct;
3) after confirming that ZHG is out of the vehicle, the driver presses the B01 button to send a signal open command. The OC opens the D01 signal after checking that the vehicle segment management platform is locked and the ZHG zone is locked.
4) The driver manually drives the train to the ZHG according to the indication of the signal, stops before the D03 signal, the D01 signal is closed after delaying for a certain time (the time is configured by calculation), if the signal needs to be opened again, the B01 button needs to be pressed again, and if the train does not need to be taken out, the ZHG route is cancelled to finish route unlocking after manually confirming that the train stops stably.
5) After the ZHG is positioned and the wireless connection is normal, the ATS issues a running chart and a timetable to the train, and after the vehicle-mounted system prompts that the FAM mode is available, a driver gets off the train after switching the driving mode to the FAM mode and keeping the train door open.
6) After the driver presses the B02 button, the train closes the door, drives off the switch rail in FAM mode, enters the positive line, and the OC detects that the train drives off the ZHG and then automatically unlocks the ZHG route.
Note: (1) an external surveillance camera was mounted near D01 to confirm the absence of a car on ZHG.
(2) To prevent the train from rolling out of D01, the open condition D01 was inserted into the emergency brake circuit through the patch cord of the train.
Second, communication vehicle entering section
1. The communication vehicle enters ZHG and warehouse from the positive line
1) After the maintenance personnel confirm that the vehicle section has no fault and is clear, the maintenance personnel move the vehicle section to be in place and lock the vehicle section;
2) after the dispatcher checks that the ZHG of the CCTV has no vehicle, the dispatcher handles the route from the positive line to the ZHG; the OBC checks the locking of the vehicle section management platform, and the vehicle section management platform is locked into a ZHG access after the access locking condition (including the locking in the ZHG section entering direction) is met;
3) after confirming that the ZHG and the vehicle section management platform are out of service, a driver presses a B01 button, the system checks that the access path is locked, a protection signal machine and a D02 before the turnout are automatically opened, and a section before a switching track and the switching track is out of service, the ZHG terminal point is used as NVMAL, the boundary of a protection area in the vehicle section management platform is used as VMAL, a train enters the ZHG in a FAM mode, stops before the D02 and automatically opens the door;
4) a driver gets on the train on the switching track, switches into an artificial driving mode, and drives the train to enter a train section management platform;
5) the OBC detects that the train is completely driven into the vehicle segment management platform, turns off D02, unlocks ZHG and disconnects wireless communication.
2. Non-communication vehicle enters ZHG and warehouse from positive line
1) After confirming that the vehicle section management platform is fault-free and clear, the maintenance personnel move the vehicle section management platform to be in place and lock the vehicle section management platform;
2) after the dispatcher checks that the ZHG of the CCTV has no vehicle, the dispatcher handles the route from the positive line to the ZHG; the OC checks the locking of the vehicle section management platform, and locks the vehicle section management platform into the ZHG route after the route locking condition (including the locking in the ZHG section direction) is met;
3) after confirming that ZHG and the vehicle section management platform are free of vehicles, a garage dispatcher presses a B01 button, an OC checks that an access is locked, and a front protection signal and a D02 are automatically opened;
4) after the dispatcher confirms that the train completely drives into the vehicle section management platform, manually unlocking the access road; and the OC deletes the non-communication vehicle after the access is unlocked.
By adopting the technical scheme, the normal running of the train in and out section between the vehicle section without the secondary train occupation detection device and the train in and out section without the secondary train occupation detection device is realized. The problem of the train of no secondary occupation check out test set circuit discrepancy section operation is solved, it is big to have solved special circuit installation secondary occupation check out test set degree of difficulty such as air rail, has reduced the construction cost and the maintenance cost of trackside equipment, has realized the other target of lightweight trackside.
While the invention has been described with reference to specific embodiments, it will be understood by those skilled in the art that the invention is not limited thereto, and may be embodied in other forms without departing from the spirit or essential characteristics thereof. Any modification which does not depart from the functional and structural principles of the present invention is intended to be included within the scope of the claims.
Claims (6)
1. A train section-out method suitable for a full-line non-secondary train occupation detection device is characterized by comprising the following steps:
1) the vehicle section management platform moves the vehicles to be delivered to the delivery position, locks delivery rails, and sends the locked information of the vehicle section management platform to the OC, so that the OC limiting signal machines D01 and D02 are opened;
2) after confirming that the ZHG is out of the vehicle, issuing a ZHG route command, and locking a ZHG area after checking that an enemy route is correct by the OC;
3) after confirming that the ZHG is out of the vehicle, a signal opening command is issued, and after the OC checks that the vehicle section management platform is locked and the ZHG area is locked, a D01 signal is opened;
4) when the train runs to ZHG and stops before the D03 signal, the D01 signal is turned off after a certain time delay:
5) after the ZHG is positioned and the wireless connection is normal, the ATS issues a running chart and a timetable to the train, and the driving mode is switched to the FAM mode;
6) the train drives away from the switching track in an FAM mode and enters a positive line, and the OC automatically unlocks the ZHG access path after detecting that the train drives away from the ZHG.
2. The train departure method suitable for the all-wire wireless secondary train occupancy detection device according to claim 1, characterized in that: a camera is mounted near D01 to confirm the absence of a car on ZHG.
3. The train departure method suitable for the all-wire wireless secondary train occupancy detection device according to claim 1, characterized in that: the D01 open condition is strung into the emergency brake circuit through the patch cord of the train.
4. The train departure method suitable for the all-wire wireless secondary train occupancy detection device according to claim 2, characterized in that: if the D01 semaphore needs to be opened again after being closed for a certain time, the B01 button needs to be pressed again, and if the train does not need to be taken out, the ZHG access is cancelled to finish access unlocking after the train is confirmed to be stopped manually.
5. A train entering section method suitable for a full-line non-secondary train occupation detection device is characterized in that a communication train entering section comprises the following steps:
1) after confirming that the vehicle section has no fault and is clear, moving the vehicle section to be in place and locking;
2) after confirming that the ZHG is out of the vehicle, transacting an access from a positive line to the ZHG, checking the locking of the vehicle section management platform by the OBC, and locking the vehicle section management platform into the ZHG access after the access locking condition is met;
3) after confirming that the ZHG and the vehicle section management platform are out of service, pressing a B01 button, checking that an access path is locked by the system, automatically opening a front-of-fork protection signal and a D02, and enabling a section before a switching track and the switching track to be out of service, taking a ZHG terminal point as NVMAL, taking a protection area boundary in the vehicle section management platform as VMAL, enabling a train to enter the ZHG in a FAM mode, stopping before the D02 and automatically opening a door;
4) a driver gets on the train on the switching track, switches into an artificial driving mode, and drives the train to enter a train section management platform;
5) the OBC detects that the train is completely driven into the vehicle segment management platform, turns off D02, unlocks ZHG and disconnects wireless communication.
6. A train entering section method suitable for a full-line non-secondary train occupation detection device is characterized in that a non-communication train entering section comprises the following steps:
1) after confirming that the vehicle section management platform has no fault and is clear, moving the vehicle section management platform in place and locking the vehicle section management platform;
2) after confirming that the ZHG is out of the vehicle, transacting an access from a positive line to the ZHG, and checking the locking of the vehicle section management platform by the OC, and locking the access into the ZHG access after the access locking condition is met;
3) after confirming that the ZHG and the vehicle section management platform are out of the vehicle, pressing a button B01, checking that an access way is locked by an OC, and automatically opening a front protection signal and a D02;
4) and after the train is confirmed to completely drive into the vehicle section management platform, the access way is manually unlocked, and the OC deletes the non-communication vehicle after the access way is unlocked.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111201866.5A CN113954922B (en) | 2021-10-15 | 2021-10-15 | Train access section method suitable for full-line no-secondary train occupation detection equipment |
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| CN202111201866.5A CN113954922B (en) | 2021-10-15 | 2021-10-15 | Train access section method suitable for full-line no-secondary train occupation detection equipment |
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| CN113954922B CN113954922B (en) | 2023-10-20 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116039734A (en) * | 2022-12-13 | 2023-05-02 | 卡斯柯信号有限公司 | Train screening method, system, equipment and storage medium of TACS (traffic control system) |
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| JPH09315309A (en) * | 1996-05-27 | 1997-12-09 | Toshiba Corp | Train track control device |
| CN103786751A (en) * | 2014-01-28 | 2014-05-14 | 北京交通大学 | Urban rail transit trackside operation control system main track and vehicle depot integration method |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116039734A (en) * | 2022-12-13 | 2023-05-02 | 卡斯柯信号有限公司 | Train screening method, system, equipment and storage medium of TACS (traffic control system) |
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| CN113954922B (en) | 2023-10-20 |
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