CN115140122A

CN115140122A - Method and system for combining group train with inter-yard contact

Info

Publication number: CN115140122A
Application number: CN202210752259.6A
Authority: CN
Inventors: 姚文华; 于晓泉; 徐昱; 陈立华; 陆振鹏; 王春华; 宋泽宇; 张文汇; 刘鸿飞; 蔡菁华; 崔莉; 曲博
Original assignee: CRSC Research and Design Institute Group Co Ltd; China Railway Signal and Communication Corp Ltd CRSC
Current assignee: CRSC Research and Design Institute Group Co Ltd; China Railway Signal and Communication Corp Ltd CRSC
Priority date: 2022-06-29
Filing date: 2022-06-29
Publication date: 2022-10-04
Anticipated expiration: 2042-06-29
Also published as: CN115140122B

Abstract

The invention provides a method for combining group trains with inter-yard contact, which comprises the following steps: handling a train departure and route access short-circuit sequence of the group train in the I yard; when the first train of the group train approaches the short access of the last section of the I yard, checking whether inter-yard contact conditions are met, and if so, opening a short access group signal of the last section of the I yard; when the tail train of the group train is subjected to cross-pressure protection on the signal machine of the short circuit in the last section, closing the group signal of the short circuit in the last section; when the group train approaches the II yard, the train receiving short-circuit sequence of the II yard of the group train is handled. The invention realizes the combination of the group train and the inter-yard connection.

Description

Method and system for combining group train with inter-yard contact

Technical Field

The invention belongs to the technical field of train control, and particularly relates to a method and a system for combining group trains with inter-yard contact.

Background

In the technical field of railways, two parking lots are arranged at one station, and when the parking lots are respectively controlled by two signal buildings, the two parking lots cannot send vehicles to an inter-parking tie line simultaneously, so that the two parking lots are interlocked with each other. The circuit designed for this purpose is the inter-field connection circuit. Under the action of the inter-field communication circuit:

when the track circuit section of the tie line between the yards is occupied by cars, neither of the yards can arrange a train route or a shunting route to the tie line.

If one party has arranged a route to the tie line, the other party cannot arrange any route to the tie line no matter whether the vehicle is driven or not. Namely: two yards are not allowed to route to the same tie line between yards at the same time.

Under the premise, how to combine a group train (group train: a train group consisting of one or more solid trains, ground equipment controls the train group according to one train, and the trains in the train group are cooperatively controlled) with the connection between two stations (inter-station) of a station is particularly necessary.

Therefore, a method and a system for combining the train group with the inter-yard association are needed to solve the above technical problems.

Disclosure of Invention

In view of the above problems, the present invention provides a method for combining group trains with inter-yard contact, which is characterized in that the method comprises:

handling a train departure and route access short-circuit sequence of the group train in the I yard;

when the first train of the group train approaches the short access of the last section of the I yard, checking whether inter-yard contact conditions are met, and if so, opening a short access group signal of the last section of the I yard;

when the tail train of the group train is subjected to cross-pressure protection on the signal machine of the short circuit in the last section, closing the group signal of the short circuit in the last section;

when the group train approaches the II station, the train receiving short-circuit sequence of the II station of the group train is handled.

Further, before the first train of the group train enters the route of the first section of the I-th yard, whether the group train has the departure condition is checked.

Further, the checking whether the group train has a departure condition includes:

judging whether the short access sequence of the locked I-th train yard is consistent with the short access operation plan of the first train of the group train or not, and judging whether the short access of the I-th train yard is idle or not in the short access operation plan of the I-th train yard;

and when the locked short-circuit sequence of the I yard is consistent with the first train operation plan of the group train and the short-circuit of the I yard is idle in the short-circuit operation plan of the I yard, handling the short circuit of the group train in the first section of the I yard.

Further, the inter-field connection condition is as follows:

an inter-yard tie between the first yard and the second yard is idle, and the second yard does not departure.

And further, after the short-circuit group signal of the last section is opened and when the first train of the group train strides and presses the signal machine, checking whether an inter-yard tie line is idle, and if the inter-yard tie line is idle, updating the movement authorization of the first train of the group train to the incoming signal machine of the II-th train yard.

Further, after the first train of the group train enters the end section of the I yard and before the tail train of the group train strides and presses the signal machine, the short-circuit signal of the end section is kept open.

Further, the handling of the train receiving short-circuit sequence of the group train at the second yard comprises:

closing the short-circuit group signal of the first section when the tail train of the group train presses the annunciator;

after the tail car of the group train completely enters the tail section of the I yard, controlling an inspection relay of the I yard to fall down;

and when all the trains of the group train enter the inter-yard tie line, controlling the pick-up relay of the I yard to suck up.

Further, the group train handling the short route of the II yard further comprises:

when the first train of the group train enters the first section of the second train yard, controlling the group signal of the station entering signal machine to be open;

after the tail train of the group train presses the station signal machine of the II yard in a crossing manner, the group signal of the station signal machine is controlled to be closed;

after the group train completely enters the interior of the station-entering signal machine, the inter-field connecting line is cleared.

after the tail train of the group train is pushed out of the first section of the II yard, unlocking the first section of the II yard;

and after the first section of the II yard is unlocked, the group trains sequentially occupy the short-circuit sequence of the group trains in the II yard until the group trains completely enter the station track of the II yard and stop.

when the first train of the group train enters an inter-yard tie line, the control terminal relay and the station track inspection relay are sucked up;

and when the tail cars of the group trains completely enter the inter-yard tie line, the control terminal relay falls down.

Further, the signal machine is positioned at the junction of the first section and the last section of the I-th parking lot.

In another aspect, the present invention further provides a system for combining group trains with inter-yard communication, wherein the system comprises:

the dispatching centralized system CTC is used for handling the train dispatching short-circuit sequence of the group train in the I yard and the train receiving short-circuit sequence in the II yard;

the group control center GCC is used for checking whether inter-yard contact conditions are met or not when the first train of the group train approaches the short access of the last section of the first train yard, and controlling the interlocking equipment to open a short access group signal of the last section of the first train yard if the inter-yard contact conditions are met; and when the signal machine for protecting the short circuit in the last section by the tail train of the group train is subjected to cross-pressure, controlling the interlocking equipment to close the short circuit group signal in the last section.

Further, the inter-field connection condition is as follows:

an inter-yard tie between the first yard and the second yard is free.

The invention provides a method and a system for combining group trains with inter-field contact, which can enable the group trains to enter inter-field contact tracks (inter-field contact lines) simultaneously; the system can be used for multiple trains repeatedly by handling the route once, and reduces the influence of route unlocking and handling time on the operation efficiency.

Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and drawings.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.

Fig. 1 is a flow chart illustrating a method for integrating group trains with inter-yard contact according to an embodiment of the present invention.

Fig. 2 is a diagram showing a station section where no short-cut is started in either of the I-th and II-th yards according to an embodiment of the present invention.

Fig. 3 shows a station block diagram of a group train starting to work in the I yard according to an embodiment of the present invention.

Fig. 4 shows a station section diagram when the tail car of the group train completely enters the head section of the I yard according to the embodiment of the present invention.

Fig. 5 is a diagram showing a station section when the head train of the group train is about to cross the voltage signal V4 according to the embodiment of the present invention

Fig. 6 is a diagram showing a station section at the time of the head train transpressure signal V4 of the group train according to the embodiment of the present invention.

Fig. 7 shows a station section diagram at the time of the tail gate cross-over voltage signal V4 of the group train according to the embodiment of the present invention.

Fig. 8 shows a station section diagram when all trains of a group train enter an inter-yard tie line according to an embodiment of the present invention.

Fig. 9 illustrates a station section diagram when the head car of the group train enters the head section of the II yard according to an embodiment of the present invention.

Fig. 10 is a diagram showing a station section when the terminal of the group train transpresses the incoming signal of the II yard according to the embodiment of the present invention.

Fig. 11 is a diagram illustrating a station section when a group train enters the inside of an incoming signal according to an embodiment of the present invention.

Fig. 12 shows a station section diagram after the tail cars of the group train cross over the head section of the pressure clear II yard according to an embodiment of the present invention.

Fig. 13 shows a station section diagram in which a group train completely enters a station way stop at the end section of the II yard according to an embodiment of the present invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

As shown in fig. 1, the present invention provides a method for combining a group train with an inter-yard contact, wherein the method comprises:

handling a train departure and route-entering short-circuit sequence of the group train in the I yard;

when the tail train of the group train is in voltage-ride protection for the signal machine of the short-circuit route of the tail section, closing the group signal of the short-circuit route of the tail section (namely the group signal of the signal machine of the short-circuit route of the tail section);

when the group train approaches the II yard, the train receiving short-circuit sequence of the II yard of the group train is handled.

As described in detail below.

As shown in fig. 2, in this embodiment, one station has two yards, i.e., an I-th yard and an II-th yard, and a tie line between the two yards is between the I-th yard and the II-th yard, which is referred to as an inter-yard tie line in the present invention.

For the I-th yard, there are three traffic signals on the station corresponding to the departure-to-pickup direction (i.e., from left to right in fig. 2), it should be noted that the number of the traffic signals is not limited, in this embodiment, three traffic signals are exemplarily illustrated on the station corresponding to the departure-to-pickup direction, and the traffic signals XII, the traffic signal V8, and the traffic signal V4 are sequentially and respectively arranged from left to right.

For the second yard, there are three semaphores on the station track corresponding to the departure direction and the pick-up direction, it should be understood that the number of the semaphores is not limited either, and this embodiment is exemplarily illustrated by taking three as an example on the station track corresponding to the departure direction and the pick-up direction, and the station track is sequentially an inbound semaphore XL, a semaphore V3, and a semaphore XI from left to right.

On the station track where the direction from receiving to departure (from right to left in fig. 2) is located, there are two semaphores (the number is not limited, and this embodiment is described with two), which are semaphores SI and semaphores SL from right to left, where SI is located between V3 and XI, and SL is located between V4 and XL.

The section between the traffic signal XII and the traffic signal V8 is a section 4DG, the section between the traffic signal V8 and the traffic signal V4 is a section 2DG, and the section between the traffic signal V4 and the traffic signal SL is a section 1BG. The I-th yard may be divided into two zones as a whole, i.e., a first zone and a last zone, and for example, the zones 4DG and 2DG may be the first zone of the I-th yard and the zone 1BG may be the last zone of the I-th yard. In the embodiment, the I-th yard is divided into two sections (i.e., a first section and a last section), and when the I-th yard is divided into the first section and the last section, the traffic signal V4 is located at a junction between the first section and the last section of the I-th yard.

The section between the inbound traffic signal XL and the traffic signal V3 is a section IAG, the section between the traffic signal V3 and the traffic signal SI is a section 1DG, and the section between the traffic signal SI and the traffic signal XI is a section IG.

The signal machine V8 and the signal machine V4 are virtual signal machines, and the signal machine XII and the signal machine SL are entity signal machines. The annunciator V3 is a virtual annunciator, and other annunciators are all entity annunciators.

For an interfield tie, the section between the traffic signal SL and the inbound traffic signal XL is the section of the interfield tie (section I-IIG).

When a group train is used for departure, the departure group plan is Q001{ T001, T002}, and when the departure condition is met, the group train Q001{ T001, T002} completes the formation on the station track and the train is sent out in the form of the group train, namely the first train in the group train is T001 and the last train in the group train is T002.

In this embodiment, the key relay includes:

ZCJ (look into Relay): sucking up at ordinary times, and when shunting is arranged to an inter-field tie line or a train enters a route, the route falls down after being locked; and sucking up when the last section of the access way is unlocked. When the adjacent field is arranged to the local field, the suction-up is required to be checked.

Zj (terminal relay): when the shunting car falls down at ordinary times and the shunting car enters the route arranged to the inter-field connecting line, the route is sucked up after being locked; the last section of the approach is unlocked and then dropped.

Gjj (station check relay): when the train enters the train route to the inter-field connecting line, the train is sucked up after the route is locked; the train is pressed into a first section in the annunciator and then falls down; and (4) closing the signal, completely locking the access route, and keeping the GJJ occupied by any section in the access route to fall.

After completion of the grouping, as shown in FIG. 3, CTC (Central Traffic Control) processes the short-cut sequence { cut XII-V8, cut V8-V4, cut V4-SL } of the I yard, wherein after the short-cut of the section (section IBG) where V4-SL is located is locked, ZCJ of the I yard can be driven down by CBI (Computer based interlocking) and GJJ is sucked up. The short-circuit locking of the section in which V4-SL is located is premised on the short-circuit locking of the section in which XII-V4 is located (the first section of the I-th yard).

Before the first train handling the group train enters the route of the first section of the I-th train yard, checking whether the group train has a departure condition, specifically comprising:

the GCC (Group Control Center) judges whether a short access sequence of the first vehicle yard controlled and locked by the CBI is consistent with a first vehicle T001 operation plan, and simultaneously judges whether a short access of the first vehicle yard (the whole first vehicle yard and the second vehicle yard are both a large short access, one large short access is divided into a plurality of short accesses, and the large short access refers to the whole first vehicle yard) is idle in the operation plan of the short access of the first vehicle yard through the GCC;

when the short-circuit sequence of the locked I yard is consistent with the short-circuit operation plan of the first vehicle T001, and the short circuit of the I yard is idle in the short-circuit operation plan of the I yard, the GCC notifies the CBI that the logic open signal condition of the short circuit is met (i.e., the GCC sends the enable signal of "signal open allowed" of the first I yard section to the CBI), the CBI receives the enable signal of "signal open allowed" sent by the GCC, checks that other signal open conditions (for example, the open of the XII group signal requires checking that the first I yard section is idle), and the CBI opens the XII group signal and the V8 group signal.

After the group signal of XII and the group signal of V8 are both open, the group train has the departure condition, and then the group train can make a short-circuit in the first section of the I yard, and the first train T001 can start making a short-circuit in the first section of the I yard.

As shown in fig. 4, when the tail car T002 completely enters the first section of the I yard, the CBI receives the "signal allowed to open" enable signal of the last section of the I yard sent by the GCC, and checks whether the II yard meets the inter-yard connection condition and whether the ZCJ of the II yard meets the pick-up, and if both of them meet, opens the group signal of V4 in the I yard (i.e. the signal corresponding to the traffic signal V4), where the inter-yard connection condition is:

and an inter-yard tie between the I yard and the II yard is idle, and the II yard does not dispatch.

While checking that the ZCJ pickup of the II th yard is detected and the inter-yard link between the I th yard and the II th yard is idle, the CBI checks that other signal open conditions (conditions such as corresponding to the sector being idle) are satisfied and that the CBI opens the group signal of V4 (short-circuit signal of the last sector).

As shown in fig. 5, after the group signal of V4 is released, when the first vehicle T001 crosses the traffic signal V4 (i.e., when the first vehicle T001 starts to enter the end section of the I-th yard), at this time, the CBI controls ZCJ to fall (CBI controls the II-th yard to prohibit departure through the inter-yard contact circuit and can only receive traffic), and the GCC continues to check whether the section I-IIG (the section where the inter-yard contact line is located) is free, and if so, at this time, the moving authorization for the first vehicle T001 is updated to the arrival signal XL of the II-th yard.

As shown in fig. 6, after the CBI checks that the group train sequentially enters the last short route of the I yard, that is, after the first train of the group train enters the last section (section 1 BG) of the I yard and the tail train T002 crosses over the voltage signal V4, the group signal of V4 remains open without checking the vacancy inside the route of the last section of the I yard according to the "signal permission open" condition of the section 1BG.

As shown in FIG. 7, when the tail car T002 cross-pressure annunciator V4, the group train can transact a short-cut route in the II yard, wherein the sequence of short-cuts from XL to XI { route XL-V3, route V3-SI } needs to be transacted before the group train transacts the short-cut route in the II yard. And judging whether the short-circuit sequence of the CBI locking II yard is consistent with the short-circuit operation plan of the first vehicle T001 through the GCC, and judging whether the short circuit of the II yard is locked and idle in the operation plan of the short circuit of the II yard through the GCC.

When the GCC determines that the short-circuit sequence of the second yard locked by the CBI is consistent with the short-circuit operation plan of the first vehicle T001, and determines that the short circuit of the second yard is locked and free in the short-circuit operation plan of the second yard through the GCC, the GCC notifies the CBI of the condition that the short-circuit logic open signal is provided (that is, the GCC transmits an enable signal of "signal open allowed" of the first section of the second yard to the CBI). When the CBI receives a signal of enabling to open the first section 'signal of a II yard' sent by the GCC, the CBI checks other signal opening conditions (for example, the opening of the XL group signal needs to check that the IAG is idle, and the opening of the V3 group signal needs to check that the 1DG is idle), and when the conditions are met, the CBI opens the XL and V3 group signals.

The short-circuit route for group train handling the II station comprises:

when the tail gate T002 crosses the voltage signal V4, the GCC notifies the CBI to turn off the group signal of V4. CBI close signal (group signal for V4), CBI drives GJJ drop of inter-field association.

As shown in fig. 8, when all the trains of the group train enter the inter-yard tie, the ZCJ suction of the I-th yard is controlled to lock the short-circuit of the I-th yard, that is, the I-th yard is idle, and the train can continue to process other group trains to perform the short-circuit sequence in the I-th yard.

As shown in fig. 9, after the first train T001 enters the first section (section 1 AG) of the II yard and the CBI checks that the group trains sequentially enter the first short-circuit of the II yard (i.e., the short-circuit of the section 1 AG), the group signal of the inbound traffic signal XL is controlled to remain open without checking that the inbound side (the inbound traffic signal XL is inbound) is idle according to the "signal permission open" condition of the section 1 AG.

As shown in fig. 10, when the terminal car T002 cross-presses the inbound signal XL of the II th yard, the GCC sends the terminal car cross-pressure of the group train to the CBI, and the CBI controls the group signal of the inbound signal XL to be turned off.

As shown in fig. 11, after the group train completely enters the inboard side of the inbound traffic signal XL (the first section of the II yard, i.e., the section IAG), the inter-yard link is cleared.

As shown in fig. 12, after the tail car T002 transgresses and clears the first section of the II yard, the first section of the II yard is unlocked.

As shown in fig. 13, after the first section of the second yard is unlocked, the group train completely enters the last section of the second yard and stops, that is, the group train completely enters the station track at the last section and stops.

In addition, in this embodiment, the group train handling the short route of the II yard further includes:

when the first train of the group train enters the inter-yard tie line, the CBI controls the ZJ and the GJJ of the inter-yard tie line to be sucked up;

the dispatching and centralized system CTC is used for handling the train departure short-circuit sequence of the group train in the first train yard and the train receiving short-circuit sequence in the second train yard;

the group control center GCC is used for checking whether inter-yard contact conditions are met when the first train of the group train approaches the short access of the last section of the I yard, and controlling the interlocking equipment to open the short access group signal of the last section of the I yard if the inter-yard contact conditions are met; and when the signal machine for protecting the short circuit in the last section by the tail train of the group train is subjected to cross-pressure, controlling the interlocking equipment to close the short circuit group signal in the last section.

It should be understood that other functions and other ways implemented by each module in the system for combining group trains with inter-yard contact in the present invention are consistent with other functions and other ways implemented by each step in the method for combining group trains with inter-yard contact in the present invention, and therefore, are not described herein again.

The method and the system for improving the transportation efficiency with low cost provided by the invention realize the repeated access of the group train (the repeated access is the access used by the group train), namely the first train and the middle train in the group train are not unlocked after passing through the short access section, and the tail train of the group train is unlocked section by section or unlocked once after passing through the short access section. The invention does not relate to outdoor construction, thereby reducing the engineering investment and the full life cycle cost.

Although the present invention has been described with reference to the preferred embodiments, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the present invention.

Claims

1. A method of integrating group trains with inter-yard contacts, the method comprising:

when a tail car of the group train is in a cross-pressure protection state, closing a tail section short-circuit group signal;

2. The method of claim 1, wherein the group train is checked for departure conditions before the first train of the group train is on the way to the first section of the I yard.

3. The method of claim 2, wherein the checking whether the group train has departure conditions comprises:

4. The method of claim 3, wherein the inter-yard contact condition is:

and an inter-yard tie between the I yard and the II yard is idle, and the II yard does not departure.

5. The method of claim 4, wherein after the short access group signal of the end segment is opened and the head train of the group train straddles the signal, checking whether the inter-yard link is free, and if so, updating the authorization to move the head train of the group train to the inbound signal of the II th yard.

6. The method of claim 5, wherein after the first train of the group train enters the last section of the I yard and before the last train of the group train straddles the signal, the short-circuit signal of the last section remains open.

7. The method of claim 6, wherein handling the pickup short circuit sequence of the second yard of the group train comprises:

when the tail train of the group train presses the signal machine in a crossing manner, closing the short-circuit group signal of the head section;

8. The method of claim 7, wherein the group train handling a second yard short circuit further comprises:

when the first train of the group train enters the first section of the second train yard, controlling the group signal of the station entry signal machine to be opened;

9. The method of claim 8, wherein the group train handling the short-circuit in the II yard further comprises:

after the tail cars of the group trains are over-pressed out of the first section of the II yard, unlocking the first section of the II yard;

10. The method of claim 9, wherein the group train handling the short-circuit in the second yard further comprises:

and when the tail cars of the group trains completely enter the inter-yard tie lines, the control terminal relays fall down.

11. The method of any one of claims 1 to 10, wherein said signal is located at the intersection of the first and last I yard sections.

12. A system for integrating group trains with inter-yard communications, the system comprising:

13. The system of claim 12, wherein the inter-yard contact conditions are:

an inter-yard tie between the first yard and the second yard is free.

14. The system of claim 12 or 13, wherein the signal is located at the intersection of the first and last blocks of the I yard.