CN114906189B - Method and system for setting continuous route crossing of downhill path - Google Patents
Method and system for setting continuous route crossing of downhill path Download PDFInfo
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- CN114906189B CN114906189B CN202210533242.1A CN202210533242A CN114906189B CN 114906189 B CN114906189 B CN 114906189B CN 202210533242 A CN202210533242 A CN 202210533242A CN 114906189 B CN114906189 B CN 114906189B
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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
- B61L27/10—Operations, e.g. scheduling or time tables
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
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- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
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Abstract
The embodiment of the invention discloses a method and a system for setting a continuous approach crossing of a downhill path, wherein the method comprises the following steps: when the cross-field continuation needs to be handled, a cross-field continuation signal is sent to the first station; after receiving the cross-field continuation signal, the first station handles a continuation route from the second station to the first station; when the continuous route meets the set condition, sending a vehicle receiving route handling signal to the second station; and handling the vehicle receiving access of the second station according to the vehicle receiving access handling signal. By means of the mode, the 6%downhill continuous route setting is more complete, the optional items of continuous route handling also increase the flexibility of transportation operation, the integrity of continuous route from the head end signal machine of the station to the receiving belt of the receiving station is ensured, and the passing capacity of the station throat area crossing operation is improved.
Description
Technical Field
The embodiment of the invention relates to the technical field of train operation control, in particular to a method and a system for setting a continuous approach crossing of a downhill road.
Background
When the railway station is at a down ramp with a stop distance of more than 6 per mill outside the stop signal machine, the train receiving route is required to be prolonged, namely a continuous route is required to be set in order to prevent the unexpected condition that the train rushes out of the train receiving route due to collision of train entering signals caused by misoperation or equipment errors of a driver.
The current continuous route can only be arranged in one station, and for the continuous route from one station to the station in two adjacent stations, the station needs to be connected to the station first, and then the station can handle the sectional departure route after unlocking. As shown in FIG. 12, the local station is provided with a set of computer interlocking systems in the normal speed field and the high speed field respectively. Taking the continuous departure from XP to VG and then from cross-field departure to SGF as an example, the operation flow is described as follows: pressing a start end XP and a terminal SV train signal button, handling the receiving routes from XP to VG, locking the receiving routes from XP to VG, and preventing XP signals from being opened; pressing an SP continuation terminal button, and after judging that the continuation route condition is met, locking the XV to SP continuation route, and opening the double yellow lamps by XP signals; the method comprises the steps that a train is normally pressed into an XP receiving route, when the head of the train is pressed into VG, unlocking delay is started for 3 minutes, and XV to SP continues to enter the route to be automatically unlocked after timing is finished, or the train completely enters VG according to requirements, a ramp unlocking button and an XV train signal button are pressed within timing time, and XV to SP continues to enter the route to be unlocked; the high-speed field handles the approach of virtual signal points FXP1 to SGF, and the conditions meet signal opening; the common speed field handles the departure route from XV to the virtual signal point FSG1, and the condition meets the signal opening; the train is normally unlocked through the route after passing through the route. In the scheme, the general speed field interlocking tables XP and XPF are only arranged on SPF, SP station entrance and safety line continuation routes of the field from the receiving station to the station, and are not arranged on FXP1 continuation routes; firstly, selecting a route from a departure track to an SGF or SG station inlet in a crossing way, wherein the route consists of two sections of routes, and one section is a route from the track to a virtual signal point FSG 1; the other section is the route from the virtual signal points FXP1 to SGF or SG to the station entrance, and the signal can not be opened after handling the route from the general speed field XP and XPF to the station track. Therefore, for the continuous route from XP, XPF to VG-7G track and then to SGF or SG port, the vehicle needs to be received first to continue to the local site, and the sectional departure route is handled after the continuous route is unlocked.
To sum up, in the prior art, for setting a continuous route across the field, the vehicle needs to be received first and then continued to the field, and the sectional departure route is handled after the continuous route is unlocked, so that the influence on the transportation operation efficiency is larger.
Disclosure of Invention
The invention aims to solve the technical problems of providing a method and a system for setting a continuous entrance cross-field of a downhill road, which can solve the problems that an outbound signal machine signal is not opened and a vehicle-receiving entrance signal is opened when the subsection continuous is handled, improve the transportation efficiency, enable the setting of the continuous entrance of the downhill road to be more complete by 6 per mill, increase the flexibility of transportation operation by a selectable item for handling the continuous entrance, ensure the integrity of the continuous entrance of a vehicle-receiving belt from a signal machine at the head end of a vehicle-receiving station to a vehicle-receiving station track, and improve the passing capability of the vehicle-receiving cross-field operation of a throat area of a station.
In order to achieve the technical purpose, the invention provides a method for setting a continuous approach crossing of a downhill road, which comprises the following steps:
when the cross-field continuation needs to be handled, a cross-field continuation signal is sent to the first station;
after receiving the cross-field continuation signal, the first station handles a continuation route from the second station to the first station;
when the continuous route meets the set condition, sending a vehicle receiving route handling signal to the second station;
and handling the vehicle receiving access of the second station according to the vehicle receiving access handling signal.
Preferably, after said handling of the pickup access of the second station according to the pickup access handling signal, the method comprises the steps of:
and after the train receiving access is completed, the train is connected to the stock way.
Preferably, the first station and the second station are two adjacent stations.
Preferably, the setting conditions are: the continued approach is locked intact and the track section is in an idle state.
Preferably, a field-crossing continuation signal is sent to the first station by pressing a field-crossing continuation button, which is a self-resetting button.
Preferably, the method further comprises the steps of:
a communication connection is established between the first station and the second station.
Preferably, the communication connection between the first station and the second station is established by means of a continuous access locking relay which normally falls.
Preferably, when the continuous approach meets a set condition, the continuous approach locking relay is sucked up, a virtual signal point on a transition line switch connecting the first station and the second station is not opened, and a first indicator lamp of the first station is lighted;
when the second station receives the signal sucked by the continuous access locking relay, a second indicator lamp of the second station is lightened;
and handling the pickup route of the second station by pressing a pickup route start button, a pickup route end button and a continuation route end button of the second station.
Preferably, the step of connecting the train to the track comprises the steps of:
when the head of the train is pressed into a stock track, starting continuous route unlocking timing;
after the unlocking timing is finished, automatically unlocking a continuous route from the tail end of the route of the receiving vehicle to the crossover turnout;
cancelling a continuous route from the crossover switch to the tail end of the continuous route;
the cross-field continuation button is lifted, and the first indicator light and the second indicator light are extinguished.
Preferably, the method further comprises the step of, after said connecting the train to the track:
when the train completely enters a track, pressing a ramp unlocking button and a train receiving route tail end button in the unlocking timing time to unlock a continuous route from the train receiving route tail end to a crossover turnout;
cancelling a continuous route from the crossover switch to a continuous route terminal section;
the cross-field continuation button is lifted, and the first indicator light and the second indicator light are extinguished.
Preferably, the step of connecting the train to the track comprises the steps of:
when the cross-field continuous transmission is needed, a virtual signal button arranged on a transition line fork is pressed;
lifting the field-crossing continuation button, and extinguishing the first indicator lamp and the second indicator lamp;
the virtual signal point is opened, and the signal machine at the tail end of the vehicle receiving route displays the second color.
The invention also discloses a system for setting the continuous approach crossing of the downhill road, which comprises:
a first transmitting unit for transmitting a cross-field continuation signal to the first station;
a continuation route handling unit for handling the continuation route from the second station to the first station when the first station receives the cross-field continuation signal;
the second sending unit is used for sending a vehicle receiving route handling signal to the second station when the continuous route meets the set condition;
and the vehicle receiving route handling unit is used for handling the vehicle receiving route of the second station according to the vehicle receiving route handling signal.
Preferably, the method further comprises:
and the train receiving unit is used for receiving the train to the stock way after the train receiving access is completed.
Preferably, the first station and the second station are two adjacent stations;
the setting conditions are as follows: the continued approach is locked intact and the track section is in an idle state.
Preferably, the first transmitting unit is a field-crossing continuation button, and the field-crossing continuation signal is transmitted to the first station by pressing the field-crossing continuation button, and the field-crossing continuation button is a self-resetting button.
Preferably, the method further comprises:
and the continuous access locking relay is used for establishing communication connection between the first station and the second station, and falls down in a normal state.
Preferably, the method further comprises:
the virtual signal point is arranged in a crossover turnout between the first station and the second station, and is not opened after the continuous route locking relay is sucked up when the continuous route meets a set condition;
the first indicator lamp is lightened when the continuous route meets a set condition;
the second indicator lamp is turned on after the second station receives the signal sucked by the continuous access locking relay;
the receiving route start button, the receiving route end button and the continuous route end button of the second station are pressed to handle the receiving route of the second station;
the signal machine at the starting end of the receiving route is used for displaying a first color after the receiving route is processed.
Preferably, the method further comprises:
the timing unit is used for starting continuous route unlocking timing when the head of the train is pressed into the track;
the unlocking unit is used for automatically unlocking the continuous route from the tail end of the route of the receiving vehicle to the crossover switch after the unlocking timing is finished;
and the cancellation unit is used for canceling the continuous route from the crossover switch to the tail end of the continuous route.
Preferably, the method further comprises:
the second unlocking unit is used for unlocking the continuous route within the unlocking timing time when the train completely enters the track;
the ramp unlocking button and the terminal button of the vehicle receiving route are used for unlocking the continuous route from the terminal of the vehicle receiving route to the transition line turnout section.
Preferably, the method further comprises:
virtual signal button, handle and continue the departure through pressing virtual signal button.
Compared with the prior art, the invention has the following beneficial effects:
according to the invention, communication connection between two adjacent stations is established through the continuous entrance locking relay, and a cross-field continuous button and a cross-field continuous indicator lamp are arranged, namely a first indicator lamp and a second indicator lamp, when the cross-field continuous is needed to be processed, after the cross-field continuous button is pressed down on a high-speed field, the continuous entrance of the field is processed, after the continuous entrance meets the condition, the continuous entrance locking relay is sucked up, as the two fields are connected through the continuous entrance locking relay, after receiving a signal sucked by the continuous entrance locking relay, the common speed field adjacent to the high-speed field starts to process a vehicle-receiving entrance, under normal conditions, after the head part of a train is pressed into a vehicle-receiving track, the unlocking timing of the continuous entrance is started, after the timing time is finished, or after the ramp is finished, the ramp is automatically unlocked, or after the train is completely pressed into the vehicle-receiving track, the ramp is actively pressed down within the timing time, and a train signal button at the tail end of the vehicle-receiving track is further manually cancelled, or when the continuous entrance of another station is started, or if the continuous entrance of the high-speed field is needed, and the continuous entrance is continuously pressed, and the speed button is unlocked, under the requirement of the continuous entrance is needed, and the continuous entrance is continuously.
In summary, compared with the traditional mode of setting no continuous route across the field, the invention can solve the problems that the signal of the outbound signal machine is not open and the signal of the receiving route is open when the segmented continuation is handled by setting the continuous route across the field, and when continuous departure operation is needed, the signal of the head end of the high-speed field is opened, thereby improving the transportation efficiency, therefore, the setting of the continuous route across the slope of 6 permillage is more complete, the flexibility of transportation operation is also increased by the selectable item of handling the continuous route across the slope, the integrity of the continuous route from the signal machine at the head end of the receiving station to the receiving station track is ensured, and the passing capability of the station throat area cross-field operation is also improved.
Drawings
FIG. 1 is a plan view of a station signaling device for a high speed yard of the present invention;
FIG. 2 is a plan view of station signaling equipment for a common speed yard of the present invention;
FIG. 3 is a plan view of station signaling equipment handling FXP1 through SGF as a continuation of the approach in the high speed farm of the present invention;
FIG. 4 is a plan view of station signaling equipment when a second indicator light is on in the normal speed field of the present invention;
FIG. 5 is a plan view of station signaling equipment handling XP to FSG1 approach in the general speed yard of the present invention;
fig. 6 is a plan view of the station signaling device of the present invention in combination with fig. 3 and 5;
FIG. 7 is a plan view of station signaling equipment for a train entering the outboard approach section of the ordinary speed field annunciator XP of the present invention;
FIG. 8 is a plan view of station signaling equipment when the head of the train of the invention is pressed into the VG track;
FIG. 9 is a plan view of station signaling equipment when the train of the present invention is fully entering the VG track;
FIG. 10 is a plan view of a station signaling device in the present invention for continuous cross-field transmission;
FIG. 11 is a flow chart of a method of the present invention for a downhill continuation route cross-field setup;
fig. 12 is a plan view of a station signaling device in the prior art.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
In the invention, the following components are added: CBI is computer interlock; the continuous route is one of routes, and in order to prevent unexpected situations that the train rushes out of the train receiving line due to improper braking, the extended route is required to be prolonged, and the prolonged part is called the continuous route, at a station where a down ramp (converted down ramp) exceeding 6 per mill exists in a braking distance outside the incoming signal. The continuous route is arranged on the light band display and is close to the tail end of the vehicle route, and the continuous light band is formed by the continuous route and the vehicle route; the sectional route is one of routes, a station arranged by division has a cross-field train route or a shunting route, and the route is respectively composed of two or more sections of routes; the cross-field continuation is one of continuous routes, and stations arranged in a split-field mode have the continuous routes of the cross-field, and the continuous routes consist of two sections of routes respectively; YXJLSBJ is a continuous access latching relay.
The invention provides a method for setting a continuous approach crossing of a downhill road, which comprises the following steps:
a communication connection is established between the first station and the second station.
Preferably, the communication connection between the first station and the second station is established by means of a continuous access locking relay which normally falls.
As shown in fig. 11, when the cross-field continuation from the second station to the first station needs to be handled, a cross-field continuation signal is transmitted to the first station;
it is worth noting that the first station and the second station are two adjacent stations.
Specifically, the first station is a high-speed field, and the second station is a normal-speed field; that is, when the field-crossing continuation from the normal speed field to the high speed field needs to be processed, a field-crossing continuation signal is sent to the high speed field.
For example, when a down ramp with a traffic signal XP or XPF as a starting point exists in a common speed field, a continuous route needs to be set for handling any one of traffic signals XP to VG, VIG or 7G or for handling any one of traffic signals XPF to VG, VIG or 7G, and at this time, a safety line, traffic signal SP, traffic signal SPF, traffic signal SGF or SG may be used as a continuous route terminal of a traffic signal with a traffic signal XP or XPF as a starting point, and traffic signal SGF is used as a continuous route terminal of a traffic signal with a traffic signal XP or XPF as a starting point, or traffic signal SG is used as a continuous route terminal of a traffic signal with a traffic signal XP or XPF as a starting point, and a span continuation of a common speed field to a high speed field is required.
In this embodiment, as shown in fig. 1, a field-crossing continuation button and a first indicator lamp are disposed on a CBI interface of a high-speed field, where the field-crossing continuation button is a self-resetting button, the first indicator lamp in the high-speed field is flat and space-time-circling, when the YXJLSBJ is sucked up, the first indicator lamp lights a white lamp, and the first indicator lamp is a field-crossing continuation approach indicator lamp.
And sending a cross-field continuation signal to the first station by pressing a cross-field continuation button.
Illustratively, when a trans-field continuation from a normal speed field to a high speed field needs to be handled, a trans-field continuation signal is sent to the high speed field by pressing a trans-field continuation button on the high speed field.
And after the first station receives the cross-field continuous signal, the first station handles the continuous route from the second station to the first station.
Specifically, as the communication connection between the first station and the second station is established in advance through the continuous approach locking relay, after the cross-field continuous button on the first station is pressed to send the cross-field continuous signal to the first station, the first station can receive the cross-field continuous signal and then perform continuous approach handling work from the second station to the first station according to the cross-field continuous signal. Illustratively, after a field-crossing continuation button on the high-speed field is pressed to send a field-crossing continuation signal to the high-speed field, the high-speed field may receive the field-crossing continuation signal and then perform a general-speed-field-to-high-speed-field continuation route transaction according to the field-crossing continuation signal.
It is to be noted that virtual signal point FSG1 and virtual signal point FXP1 are provided at the junction transition between two adjacent stations.
For example, taking the combined continuation of the traffic signal XP to the VG track and then the cross-field continuation to the traffic signal SGF as an example, when the cross-field continuation button is pressed on the high-speed field, the route with the virtual signal point FXP1 as the starting end is processed according to the continuation route, and the route from the virtual signal point FXP1 to the traffic signal SGF is processed according to the continuation route.
For example, taking the combined continuation of the signal machine XP receiving the vehicle to the VG track and then crossing the field and continuing to the signal machine SG as an example, when the crossing field continuation button is pressed on the high-speed field, the route with the virtual signal point FXP1 as the starting end is processed according to the continuation route, and the route from the virtual signal point FXP1 to the signal machine SG is processed according to the continuation route.
And when the continuous route meets the set condition, sending a vehicle receiving route handling signal to the second station.
Specifically, the setting conditions are as follows: the continued approach is locked intact and the track section is in an idle state.
For example, when the virtual signal point FXP1 is completely locked to the traffic signal SG and the track segment is idle, the YXJLSBJ is driven to suck, and the pickup access handling signal is sent to the common speed field in a YXJLSBJ sucking manner.
For another example, when the virtual signal point FXP1 is completely locked to the traffic signal SGF and the track segment is free, the YXJLSBJ is driven to suck, and the pickup access handling signal is transmitted to the common speed field in a YXJLSBJ suck manner.
When the continuous route meets the set condition, the continuous route locking relay is sucked up, a virtual signal point on a crossing point connecting the first station and the second station is not opened, and a first indicator lamp of the first station is lighted.
Specifically, when the continuous approach locking is complete and the track section is in an idle state, the continuous approach locking relay sucks up, a virtual signal point on a transition road turnout connecting the first station and the second station is not opened, and a first indicator lamp of the first station is lighted;
for example, as shown in fig. 3, when the virtual signal point FXP1 is locked completely and the track segment is idle, the YXJLSBJ is driven to suck up, the virtual signal point FXP1 is not opened after the track segment is locked, and the first indicator light in the high-speed field lights up the white light.
For another example, as shown in fig. 3, when the virtual signal point FXP1 is locked completely to the traffic signal SGF and the track segment is idle, the YXJLSBJ is driven to suck up, the virtual signal point FXP1 is not opened after the entrance is locked, and the first indicator light in the high-speed field lights up the white light.
As shown in fig. 2, a second indicator lamp is arranged on the second station, and the second indicator lamp of the second station is lightened after the second station receives the signal sucked by the continuous access locking relay;
the second indicator light is illustratively set on the ordinary speed field, and the second indicator light in the ordinary speed field is lighted when the ordinary speed field receives the signal that is absorbed by the continuous approach locking relay.
And after the second station receives the vehicle receiving route handling signal, handling the vehicle receiving route of the second station according to the vehicle receiving route handling signal.
Specifically, the pickup route of the second station is handled by pressing a pickup route start button, a pickup route end button, and a continuation route end button of the second station.
After the car receiving route is processed, the signal at the beginning end of the car receiving route displays a first color.
It is worth noting that the first color is double yellow.
As shown in fig. 4, after the signal absorbed by the YXJLSBJ is received by the normal speed field, the second indicator light in the normal speed field lights up to indicate that the continuation route handled by the adjacent field is locked, that is, the continuation route handled by the high speed field is locked, at this time, as shown in fig. 5, taking the signal machine XP to the virtual signal point FSG1 as an example, the pickup start button XPLA (not shown in the figure), the pickup end button SVLA (not shown in the figure) and the continuation route end button FSG1LA (not shown in the figure) are pressed in the normal speed field, and the signal machine XP turns on the double yellow lamps; alternatively, as shown in fig. 5, for example, the traffic signal XPF to the virtual signal point FSG1 is also used, and in the normal speed field, the traffic signal XP is turned on by pressing the start button XPFLA of the approach, the end button SVLA of the approach, and the end button FSG1LA of the continuous approach.
As shown in fig. 6, after the continuous route from the second station to the first station and the pickup route of the second station are processed, the pickup operation is started.
As shown in fig. 7, the common speed field train enters the approach section outside the inbound signal.
Illustratively, the train enters the outboard approach section of the common speed field annunciator XP or the train enters the outboard approach section of the common speed field annunciator XPF.
The train is then connected to the track.
After the train is connected to the track, when the head of the train is pressed into the track, starting to unlock and time the continuous route, and after the unlocking and time are finished, automatically unlocking the continuous route from the tail end of the train-connecting route to the crossroad turnout; and canceling the continuous route from the crossover switch to the tail end of the continuous route.
Preferably, the unlock timing time is 3 minutes.
As shown in fig. 8, under normal conditions, the head of the train is pressed into the VG track to start unlocking timing for 3 minutes after continuing the route, and after the timing is finished, the continuous route from the signal machine XV to the virtual signal point FSG1 is automatically unlocked; and then the virtual signal point FXP1 to the continuous route of the signal machine SGF is manually canceled in the adjacent field, namely, the continuous route of the virtual signal point FXP1 to the signal machine SGF is manually canceled in the high-speed field, at the moment, the cross-field continuous button is lifted, and the first indicator lamp and the second indicator lamp are both extinguished.
After the train is connected to the track, when the train completely enters the track, pressing a ramp unlocking button and a train receiving route tail end button in the unlocking timing time to unlock a continuous route from the train receiving route tail end to the crossover turnout; and canceling the continuous route from the crossover switch to the end section of the continuous route. The cross-field continuation button is lifted, and the first indicator light and the second indicator light are extinguished.
For example, as shown in fig. 9, after the train completely enters the VG track, the ramp unlocking button and the signal machine XV train signal button are pressed within the timing time, so that the continuous route from the XV track to the virtual signal point FSG1 can be unlocked; and then the adjacent field manually cancels the continuous route from the virtual signal point FXP1 to the annunciator SGF, namely the continuous route from the high-speed field manually cancels the virtual signal point FXP1 to the annunciator SGF, the cross-field continuous button is lifted, and the first indicator lamp and the second indicator lamp are extinguished.
After the train is connected to the stock way, when the cross-field continuous train sending is needed, a virtual signal button arranged on a crossing fork is pressed; lifting the field-crossing continuation button, and extinguishing the first indicator lamp and the second indicator lamp; the virtual signal point is opened, and the signal machine at the tail end of the vehicle receiving route displays the second color.
It is worth noting that the second color is green.
For example, as shown in fig. 10, if a continuous departure across a field is required according to a transportation operation requirement, the virtual signal point FXP1 train button is pressed at a high speed field, the continuous button is lifted across the field, and the first indicator light and the second indicator light are turned off. The virtual signal point FXP1 is open and the traffic signal XV signals green.
In summary, when the cross-field continuation is handled, firstly, a cross-field continuation button is pressed by a high-speed field, then an approach with FXP1 as a starting end is processed according to the continuation approach, when the approaches of FXP1 to SG or SGF are completely locked and the track section is idle, YXJLSBJ is driven to suck, and after the approach is locked, a virtual signal point FXP1 is not opened. The first indicator lights the white light, the information that YXJLSBJ is sucked up or falls down is transmitted through a relay mode or a communication mode between the two fields, after the ordinary speed field receives YXJLSBJ to suck up, the second indicator lights in the ordinary speed field lights the white light to indicate that the continued approach handled by the adjacent field is locked, then the pickup approach start button XPLA, the pickup approach end button SVLA and the continued approach end button FSG1LA are pressed down in the ordinary speed field, the double yellow lights are opened by XP, and then the ordinary speed field train enters the approach section outside the inbound signal machine. Under normal conditions, when the head of the train is pressed into VG, unlocking timing is started to continue the route for 3 minutes, and after the timing is finished, XV to FSG1 automatically unlock the continuous route; then the neighbor manually cancels FXP1 to SGF continuation routes. The crossing field continuous button is lifted, the first indicator lamp is extinguished, or after the train completely enters VG according to needs, the ramp unlocking button and the XV train signal button are pressed in a timing time, the XV to FSG1 continuous route can be unlocked, then the FXP1 to SGF continuous route is manually canceled in the adjacent field, the crossing field continuous button is lifted, the first indicator lamp is extinguished, or according to the needs of transportation operation, if crossing field continuous departure is needed, the FXP1 train button is pressed in a high-speed field, the crossing field continuous button is lifted, the first indicator lamp is extinguished, the FXP1 signal is opened, and the XV signal lights a green light.
The invention sets a field-crossing continuation mode, can solve the problems that the signal of the outbound signal machine is not opened and the receiving route signals of XP and XPF are opened when FXP1 processes the segment continuation, and enables the FXP1 signal to be opened when continuous departure operation is required, thereby improving the transportation efficiency. The 6%downhill slope continuous route setting is more complete; the selectable items for continuing the route handling are increased, and the flexibility of transportation operation is improved; and the crossing operation passing capability of the throat area of the station is improved.
The above is only a preferred embodiment of the present invention, and the protection scope of the present invention is not limited to the above examples, and all technical solutions belonging to the concept of the present invention belong to the protection scope of the present invention. It should be noted that modifications and adaptations to the invention without departing from the principles thereof are intended to be within the scope of the invention as set forth in the following claims.
Claims (15)
1. A method for setting a down-hill continued approach crossing, comprising the steps of:
when the cross-field continuation needs to be handled, a cross-field continuation signal is sent to the first station;
after receiving the cross-field continuation signal, the first station handles a continuation route from the second station to the first station;
when the continuous route meets the set condition, sending a vehicle receiving route handling signal to the second station;
handling the pickup access of the second station according to the pickup access handling signal;
establishing a communication connection between the first station and the second station;
establishing communication connection between the first station and the second station through a continuous access locking relay, wherein the continuous access locking relay falls down in a normal state;
when the continuous route meets a set condition, the continuous route locking relay is sucked up, a virtual signal point on a crossing fork connecting the first station and the second station is not opened, and a first indicator lamp of the first station is lighted;
when the second station receives the signal sucked by the continuous access locking relay, a second indicator lamp of the second station is lightened;
handling the pickup route of the second station by pressing a pickup route start button, a pickup route end button, and a continuation route end button of the second station;
after the car receiving route is processed, the signal at the beginning end of the car receiving route displays a first color.
2. The method for setting a continuous approach crossing for a downhill road according to claim 1, comprising the steps of, after said handling of the approach of said second station according to said approach handling signal:
and after the train receiving access is completed, the train is connected to the stock way.
3. A method of extending a route across a yard according to claim 1, wherein said first and second stations are two adjacent stations.
4. The method for setting a continuous approach crossing of a downhill slope according to claim 1, wherein the setting conditions are: the continued approach is locked intact and the track section is in an idle state.
5. A method of down-hill continuation route cross-field setting according to any of claims 1-4, wherein:
and sending a field-crossing continuation signal to the first station by pressing a field-crossing continuation button, wherein the field-crossing continuation button is a self-resetting button.
6. A method of continuing a route crossing setting on a downhill slope as claimed in claim 2, comprising the steps of, after said connecting the train to the track:
when the head of the train is pressed into a stock track, starting continuous route unlocking timing;
after the unlocking timing is finished, automatically unlocking a continuous route from the tail end of the route of the receiving vehicle to the crossover turnout;
cancelling a continuous route from the crossover switch to the tail end of the continuous route;
the cross-field continuation button is lifted, and the first indicator light and the second indicator light are extinguished.
7. The method for providing a down-hill continued route cross-over arrangement according to claim 2, further comprising the step of, after said connecting the train to the track:
when the train completely enters a track, pressing a ramp unlocking button and a train receiving route tail end button in the unlocking timing time to unlock a continuous route from the train receiving route tail end to a crossover turnout;
cancelling a continuous route from the crossover switch to a continuous route terminal section;
the cross-field continuation button is lifted, and the first indicator light and the second indicator light are extinguished.
8. The method for providing a down-hill continued route cross-over arrangement according to claim 2, further comprising the step of, after said connecting the train to the track:
when the cross-field continuous transmission is needed, a virtual signal button arranged on a transition line fork is pressed;
lifting the field-crossing continuation button, and extinguishing the first indicator lamp and the second indicator lamp;
the virtual signal point is opened, and the signal machine at the tail end of the vehicle receiving route displays the second color.
9. A system for a downhill continuation route cross-field setting, comprising:
a first transmitting unit for transmitting a cross-field continuation signal to the first station;
a continuation route handling unit for handling the continuation route from the second station to the first station when the first station receives the cross-field continuation signal;
the second sending unit is used for sending a vehicle receiving route handling signal to the second station when the continuous route meets the set condition;
a pickup access handling unit handling the pickup access of the second station according to the pickup access handling signal;
the continuous access locking relay is used for establishing communication connection between the first station and the second station, and falls down in a normal state;
the virtual signal point is arranged in a crossover turnout between the first station and the second station, and is not opened after the continuous route locking relay is sucked up when the continuous route meets a set condition;
the first indicator lamp is lightened when the continuous route meets a set condition;
the second indicator lamp is turned on after the second station receives the signal sucked by the continuous access locking relay;
the receiving route start button, the receiving route end button and the continuous route end button of the second station are pressed to handle the receiving route of the second station;
the signal machine at the starting end of the receiving route is used for displaying a first color after the receiving route is processed.
10. The system for downhill continuation route cross-field setting of claim 9, further comprising:
and the train receiving unit is used for receiving the train to the stock way after the train receiving access is completed.
11. The system for downhill continuation route cross-field setting of claim 9 wherein:
the first station and the second station are two adjacent stations;
the setting conditions are as follows: the continued approach is locked intact and the track section is in an idle state.
12. A system for downhill continuation route cross-field setting according to claim 9, 10 or 11, characterized in that,
the first transmitting unit is a field-crossing continuous button, a field-crossing continuous signal is transmitted to the first station by pressing the field-crossing continuous button, and the field-crossing continuous button is a self-resetting button.
13. The system for downhill continuation route cross-field setting of claim 10 further comprising:
the timing unit is used for starting continuous route unlocking timing when the head of the train is pressed into the track;
the unlocking unit is used for automatically unlocking the continuous route from the tail end of the route of the receiving vehicle to the crossover switch after the unlocking timing is finished;
and the cancellation unit is used for canceling the continuous route from the crossover switch to the tail end of the continuous route.
14. The system for downhill continuation route cross-field setting of claim 10 further comprising:
the second unlocking unit is used for unlocking the continuous route within the unlocking timing time when the train completely enters the track;
the ramp unlocking button and the terminal button of the vehicle receiving route are used for unlocking the continuous route from the terminal of the vehicle receiving route to the transition line turnout section.
15. The system for downhill continuation route cross-field setting of claim 10 further comprising:
virtual signal button, handle and continue the departure through pressing virtual signal button.
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| CN116331305B (en) * | 2023-05-31 | 2023-08-29 | 北京全路通信信号研究设计院集团有限公司 | Unlocking method and system for inter-interlocking cross-field access |
| CN116395003B (en) * | 2023-06-05 | 2023-09-22 | 中国铁道科学研究院集团有限公司通信信号研究所 | Train section and train station crossing receiving and dispatching train control method suitable for one station and multiple stations |
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