CN115892143B - Wireless block center and method for controlling train to enter station for protection - Google Patents
Wireless block center and method for controlling train to enter station for protection Download PDFInfo
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Abstract
The invention discloses a wireless block center and a method for controlling train inbound protection thereof, wherein the method comprises the steps that the wireless block center acquires the inbound state of a train through interlocking; according to the route state of the train, the wireless block center authorizes and protects the route of the train; the train route unlocking protection comprises a route unlocking maintenance authorization protection and a route unlocking authorization protection, wherein the route is not unlocked, and the maintenance authorization protection is carried out; and after the route is unlocked, starting route unlocking authorization protection. From the angle of RBC, the invention immediately starts the checking of the train authorized direction and the route direction after the route is unlocked, eliminates the condition that the route direction is inconsistent with the train authorized direction, and continuously transmits the unlocked route to the vehicle-mounted equipment as a part of driving permission. When the route is unlocked, RBC still can authorize the train, so that accidents can be avoided to a certain extent, the running safety of the train is improved, and the fault tolerance of a train control system is improved.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a wireless block center and a method for controlling train inbound protection thereof.
Background
A radio block center (Radio Block Center, abbreviated RBC) device is the core device of the train control system. The wireless blocking center acquires the state information of the route and the blocking subarea from the interlocking equipment, calculates the driving permission for the train according to the position of the train, and sends a driving permission command to the vehicle-mounted equipment in a wireless mode to ensure the safe operation of the train. In the process of parking the authorized train, the train receiving route can be unlocked, RBC can not acquire the state information of the train receiving route from the interlocking equipment any more, whether the unlocked route is abnormal or not can not be ensured, and the safety of the current train can not be continuously ensured. When the RBC remains mobile authorized for the train after the route is unlocked, the stock track on the original (unlocked) route may become part of another guiding route, which would cause harm to the running of the authorized train if the (new) guiding route direction is different from the train authorization direction. In the train control system, the safety monitoring of the wireless blocking center on the train depends on the route state of interlocking transmission, and the wireless blocking center is required to monitor the running safety of the authorized train in the jurisdiction range all the time when the train stops and the complex station works, as shown in fig. 1, when the RBC cannot acquire the route state after the route is unlocked, the running safety cannot be ensured. The wireless blocking center equipment monitors the train authorization in real time and timely makes a safe response to abnormal conditions, so that the working efficiency of the complex station can be improved to the greatest extent, and meanwhile, the harm in the station working process can be avoided.
As shown in fig. 2, when an authorized train ATP1 enters an upstream pickup entrance SF- > SI (SF denotes an upstream traffic signal, SI denotes an upstream outbound traffic signal), the train ATP1 is in a full monitoring mode (FS) or a visual traffic mode (OS), and its Movement Authorization (MA) extends to the outbound traffic signal SI. As shown in fig. 3, train ATP1 is parked on the IG track and SF- > SI is unlocked, meaning that RBC can no longer obtain the approach status of SF- > SI from the interlock, the IG on which ATP1 is located may become part of another approach, such as the downstream lead pick-up approach X- > XI (X represents the down-going station annunciator and XI represents the down-going outbound annunciator). When a train enters an SF- > SI route from outside the station close to the SF annunciator and runs to a stock road, the SF- > SI route states which are transmitted to the RBC in an interlocking way are sequentially a normal route, a passing route and a route unlocking. In the scene, regardless of whether SF- > SI is unlocked or not, RBC monitors train authorization, and running safety of the train is ensured.
Therefore, when a train performs station operation, it is necessary to study a scheme of monitoring driving safety through RBC.
Disclosure of Invention
The invention aims to provide a wireless blocking center control train inbound protection method, RBC monitors train authorization of station operation in real time according to the inbound state transmitted by interlocking equipment, and adopts safety reaction according to the protection result to ensure the safety of the station train.
In order to achieve the above purpose, the present invention provides the following technical solutions:
the method comprises the steps that the wireless block center acquires the route state of a train through interlocking; according to the route state of the train, the wireless block center authorizes and protects the route of the train; wherein,
the train route unlocking protection comprises a route unlocking maintenance authorization protection and a route unlocking authorization protection, wherein the route is not unlocked, and the maintenance authorization protection is carried out; and after the route is unlocked, starting route unlocking authorization protection.
Further, the route status of the train includes the normal route, passing and route unlocking of the train.
Further, the approach un-unlocked maintenance authorization guard includes the steps of,
when the initial route state of the train is a normal route or is passing, acquiring the actual route state of the train;
and updating the movement authorization of the train on the route in real time according to the actual route state of the train.
Further, the real-time updating of the movement authorization of the train on the approach path according to the actual approach path state of the train comprises,
when the actual route state of the train is different from the initial route state, acquiring and refreshing the actual route state of the train in real time; and updating the movement authorization of the train on the route according to the actual route state of the train acquired and refreshed in real time.
Further, the real-time updating of the movement authorization of the train on the route according to the actual route state of the train further comprises,
when the actual route state of the train is the same as the initial route state, the movement authorization of the train on the route is kept unchanged.
Further, the route unlocking authorization protection comprises the following steps,
when the same track guides the train to enter the road in the same direction, the guide mode authorization with the unchanged authorization end point is reissued to the authorized train, the authorized train is started in the guide mode, and the driver is responsible for authorizing the running safety of the train.
Further, the approach unlocking authorization guard further comprises the following steps,
when the same track is used for guiding the train receiving route in the opposite direction, an unconditional emergency stop command is sent to the authorized train, and a visual driving mode command is sent to the unauthorized train.
A wireless block center including an acquisition unit configured to acquire a route state of a train through interlocking; the protection unit is used for protecting the train route authorization in real time according to the route state wireless blocking center of the train; wherein,
the train route authorization protection comprises a route unlocking maintenance authorization protection and a route unlocking authorization protection, wherein the route is not unlocked, and the maintenance authorization protection is carried out; and after the route is unlocked, starting route unlocking authorization protection.
Further, the route state of the train comprises normal route, passing and route unlocking of the train.
Further, the access non-unlocked maintenance authorization guard includes,
when the initial route state of the train is a normal route or is passing, the protection unit acquires the actual route state of the train;
when the actual route state of the train is different from the initial route state, the protection unit acquires and refreshes the actual route state of the train in real time; and according to the actual route state of the train acquired and refreshed in real time, the protection unit updates the movement authorization of the train on the route.
Further, the access non-unlocked maintenance authorization guard further comprises,
when the actual route state of the train is the same as the initial route state, the protection unit keeps the movement authorization of the train on the route unchanged.
Further, the access unlocking authorization guard comprises,
when the same track guides the receiving vehicle to enter the road in the same direction, the protection unit grants the authorized train with the guide mode with the unchanged authorization end point, the authorized train enters the guide mode, and the driver takes charge of authorizing the driving safety of the train;
further, the access unlocking authorization guard also comprises,
when the same track reversely guides the receiving route, the protection unit sends an unconditional emergency stop instruction to the authorized train, and the protection unit sends a visual driving mode instruction to the unauthorized train.
The invention has the technical effects and advantages that:
1. from the angle of the wireless blocking center device, the invention immediately starts the checking of the train authorized direction and the route direction after the route is unlocked, eliminates the condition that the route direction is inconsistent with the train authorized direction, and continuously transmits the unlocked route to the vehicle-mounted device as a part of driving permission.
2. When the RBC still maintains authorization for the train after the route is unlocked, the occurrence of the event endangering the driving safety can be prevented, the driving safety under the scene is ensured, the occurrence of accidents can be avoided to a certain extent, the running safety of the train is improved, and the fault tolerance of a train control system is improved;
3. RBC still keeps the authorization not to cancel after the route is unlocked, and a driver does not need to request the authorization again by pressing a START button, so that the operation efficiency can be ensured not to be influenced by the route unlocking.
In summary, from the angle of the wireless blocking center device, according to the route state of the interlocking transmission, when the route is not unlocked, the route is monitored in real time, after the route is unlocked, the train authorized direction and the route direction check are added, and under the conditions that the route direction is inconsistent with the train authorized direction and other trains exist in the train authorized range, the unlocked route is continuously transmitted to the vehicle-mounted device as a part of driving permission. Therefore, when the RBC still maintains authorization for the train after the route is unlocked, the occurrence of the event endangering the driving safety can be prevented, the driving safety under the scene is ensured, the occurrence of accidents can be avoided to a certain extent, the running safety of the train is improved, and the fault tolerance capability of a train control system is improved.
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 may be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
Drawings
FIG. 1 is a flow chart of authorized train access control after unlocking;
FIG. 2 is a schematic diagram of authorized train inbound access authorization;
FIG. 3 is a schematic illustration of an authorized train entering a pickup truck after unlocking the entrance of the pickup truck and handling a reverse direction guidance pickup truck;
FIG. 4 is a flow chart of controlling train inbound protection in accordance with an embodiment of the present invention;
FIG. 5 is a schematic diagram of the same-track handling same-direction guiding pick-up procedure of the present invention;
FIG. 6 is a schematic diagram of a train receiving instruction with authorization for handling the same-direction guide after the train receiving route is unlocked according to an embodiment of the present invention;
FIG. 7 is a schematic diagram of a command for handling a co-directional guided pickup with a track after an authorized train pickup access is unlocked, according to an embodiment of the present invention;
FIG. 8 is a schematic diagram of the reverse direction guiding pick-up procedure for the same track handling of the present invention;
FIG. 9 is a schematic diagram of an authorized train receiving route unlocked without receiving a reverse direction guidance train receiving instruction from the same track in accordance with an embodiment of the present invention;
FIG. 10 is a schematic illustration of a reverse lead pickup with track handling after an authorized train pickup approach is unlocked, in accordance with an embodiment of the present invention;
FIG. 11 is a schematic diagram of the other train intrusion flow when the approach of the present invention is not unlocked;
FIG. 12 illustrates an authorized train operating condition without entering the same train within the range of the approach unlocking authorization in accordance with an embodiment of the present invention;
FIG. 13 illustrates a co-directional train being slid into the range of an access non-unlocked grant in accordance with an embodiment of the present invention;
FIG. 14 illustrates an authorized train operating condition without entering a reverse train within the range of an access unlatching authorization in accordance with an embodiment of the present invention;
FIG. 15 illustrates a reverse train running into the range of an access non-unlocked grant in accordance with an embodiment of the present invention;
FIG. 16 is a schematic illustration of the other train intrusion flow when the approach of the present invention is unlocked;
FIG. 17 illustrates an authorized train operating condition without entering the same train within the range of access unlocking authorities in accordance with an embodiment of the present invention;
FIG. 18 illustrates a co-directional train being slid into the range of the approach unlock authorization in accordance with an embodiment of the present invention;
FIG. 19 is a diagram showing an authorized train operating condition without entering a reverse train within the range of the approach unlock authorization, in accordance with an embodiment of the present invention;
fig. 20 shows a reverse train running in the range of the route unlock authority according to an embodiment of the present invention.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. 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 order to solve the defects in the prior art, the invention discloses a method for protecting a wireless block center from controlling a train to enter a station, as shown in fig. 4, wherein the method comprises the steps that the wireless block center acquires information of a normal route or passing of the train through interlocking; when a train normally enters or passes through, the wireless block center carries out unlocking authorization real-time protection on the train entering; the train route unlocking authorization protection comprises a route unlocking maintenance authorization protection and a route unlocking authorization protection, wherein the route is not unlocked, and the maintenance authorization protection is carried out; after unlocking, starting the access unlocking authorization protection.
After the train enters the train receiving route, the route delay unlocking is triggered. Because the interlocking processes of all factories are different, the unlocking time of the trigger route and the actual unlocking time of the route may be different, but after the train enters the stock way to stop, the route is finally unlocked. When the route is unlocked, the interlock will send a route unlock message to the RBC.
The invention provides a method for monitoring and protecting train running safety by RBC, which is characterized in that in the process of train entering and stopping, RBC is divided into two aspects of unlocking a train receiving route and unlocking the train receiving route according to the route state transmitted by an interlocking system, wherein after the train receiving route is unlocked, RBC starts 'route unlocking authorized protection' on the train, and the driving safety is monitored and protected. Meanwhile, whether the train receiving route is unlocked or not, the RBC immediately starts other train intrusion protection when receiving the route state sent by the interlocking equipment to be 'passing', so that the running safety of the train in the station is ensured.
The technical scheme of the application will be further described in detail below with reference to specific embodiments.
Not unlocking protection for train route:
before the train route is unlocked, the two conditions of normal route and passing are separated according to the train position, and an interlocking system for the two conditions can refresh route states for RBCs, so that the RBCs can guarantee driving safety according to the route states of the train sent by the interlocking system.
When the route state is normal route and passing, RBC can acquire the route state of the train from the interlocking, so when the route state is changed, RBC can acquire and refresh the route state in time, and monitor and update the movement authorization of the train in real time according to the route state, thereby ensuring the driving safety.
After the train route is unlocked, the interlocking system does not refresh the unlocked route state for the RBC any more, and even guiding and receiving routes in any direction including the stock way can be handled. At this time, RBC must ensure train running safety of the stock train. It should be noted that, when the track is occupied, the interlock cannot handle the normal road from the outside of the station to the track, i.e. the interlock system side has the safety protection function. Therefore, when the rail has the train occupation pressure, the RBC receives the protection of interlocking handling the normal train receiving route of the rail is not in the research scope of the invention.
The train route unlocking authorization protection comprises the following steps: the train approach unlocking authorized protection of the same-track handling the same-direction guiding and receiving train and the same-track handling reverse guiding and receiving train.
After the train route is unlocked, as shown in fig. 5, when the RBC receives the instruction of the train route being guided in the same direction, for example, SF- > SI, which is handled by the interlocking system, the RBC immediately grants the train with a guiding mode with unchanged destination of the train reissue grant, so that the train (ATP 1) enters a guiding mode, and the driving safety supervision responsibility of the train (ATP 1) is handed over to the driver; the guiding mode authorization which is used for supplementing the train (ATP 1) with the constant authorization terminal point comprises that RBC can not distribute the unlocked train route to other trains (ATP 2), namely (ATP 2) can not obtain the route SF- > SI authorization, and the train enters the stock way in a visual mode.
In one embodiment of the present invention, as shown in fig. 6, train ATP1 with Movement Authority (MA) enters the IG track from the downstream access route X- > XI, train ATP1 is in the full monitoring mode (FS), X- > XI route is unlocked, RBC keeps the authority to the XI annunciator unchanged for train ATP1, while "route unlock authority guard" is immediately activated. As shown in fig. 7, according to the station operation requirement, after RBC receives the downlink guiding and receiving route of X- > XI route handled by the interlocking system, RBC immediately grants the guiding mode of train ATP1 to XI annunciator for ATP1, ATP1 rotates guiding mode (OS) to run, and the driver takes charge of driving safety of ATP 1.
As can be seen from fig. 7, since the X- > XI route has already been allocated to the train ATP1 by the RBC as the movement authorization, the RBC cannot allocate the X- > XI route as the authorization to the train ATP2, but the train ATP2 can enter the IG track in the visual mode, and at this time, the driver needs to drive and take charge of the driving safety of the train ATP2 to complete the reconnection operation.
After the train approach unlocking authorization protection of the reverse guide receiving train is handled by the same track, as shown in fig. 8, for example, after the train (ATP 1) approach is unlocked, the SF- > SI approach is unlocked, when the RBC receives the instruction of the reverse guide receiving train approach handled by the interlocking system, the RBC considers that the operation of the reverse receiving train entering the track may exist, the RBC immediately sends an unconditional emergency stop (UEM) instruction to the train (ATP 1), and the train (ATP 1) enters the mode to stop, so as to avoid the collision of the train with other trains; meanwhile, RBC distributes an approach (X- > XI) which is opposite to the approach of the train (ATP 1) as an authorization to the train (ATP 2), and transmits the guide mode authorization to the corresponding end signal (XI signal) to the train (ATP 2), and the train (ATP 2) changes the guide mode.
In one embodiment of the invention, as shown in fig. 9, train ATP1 with Movement Authority (MA) enters the IG track from the upstream pickup path SF- > SI, train ATP1 is in the full monitoring mode (FS), SF- > SI is unlocked, RBC leaves the Movement Authority (MA) to the SI annunciator unchanged for train ATP1, while "approach unlock authority guard" is immediately activated.
As shown in fig. 10, according to the station operation requirement, after RBC receives the downlink guiding and receiving route of X- > XI route handled by the interlocking system, RBC immediately sends unconditional emergency stop (UEM) to train ATP1 due to collision between the X- > XI route direction and the authorized direction of train ATP1, and train ATP1 switches from the entering mode to the stopping. Meanwhile, RBC distributes X- > XI route as authorization to train ATP2, authorizes the guiding mode of transmitting train ATP2 to XI signaler, and the train ATP2 is used for guiding the guiding mode, and is driven by a driver and takes charge of running safety of train ATP2 to finish reconnection operation.
The protection of other train intrusion comprises other train intrusion protection of the same-direction train in an authorized range in the process of train entering and other train intrusion protection of the reverse train in the authorized range in the process of train entering.
As shown in fig. 11, when the radio block center receives that the route status sent by the interlock device is changed from "normal route" to "passing", the RBC immediately starts "other train intrusion prevention". Because the route is not unlocked, the interlocking can avoid abnormality in the route through three-point inspection logic under most conditions, but the occupation of 'foreign matters' which cannot be detected by the interlocking equipment can happen under certain scenes, the situation can bring potential safety hazards to driving, the inside of the RBC can receive the receiving route information of the interlocking equipment in real time, and the RBC equipment can inspect whether other trains exist in an authorized range through the route information refreshed in real time.
In one embodiment of the invention, when the receiving route is not unlocked, the RBC calls up in the range of the train authorized by the incoming station from other trains running in the same direction, or the RBC slides into the range of the train authorized by the train running in the same direction, and then the RBC immediately sets an unavailable flag for the receiving route. .
When the authorized ATP1 passes through the X signaler from the downlink access route X- > XI, RBC calculates the authorization to the XI signaler for the ATP1, as shown in fig. 12, the X- > XI is changed from the normal access route to pass through, RBC immediately starts other train intrusion protection, at the moment, the train ATP1 is in a complete monitoring mode (FS), and the RBC keeps the authorization to the XI signaler for the train ATP1 unchanged. When ATP2 registers and reports to RBC, RBC considers that there are other trains running in the same direction within the authorized range of ATP1, as shown in fig. 13, then RBC immediately sets an unavailable flag to pickup access X- > XI, which would cause RBC to send an unconditional emergency stop (UEM) to ATP1, avoiding a rear-end collision of ATP1 with ATP 2.
In one embodiment of the invention, when the receiving route is not unlocked, the RBC immediately sets an unavailable flag for the receiving route if other reverse running trains call up or other reverse running trains break into the train authorized range within the train authorized range.
When the authorized ATP1 passes through the SF annunciator from the ascending train receiving route SF- > SI, RBC calculates the authorization to the SI annunciator for the ATP1, as shown in fig. 14, the SF- > SI is changed from the normal route to pass, the RBC immediately starts the other train intrusion protection, at the moment, the train ATP1 is in a complete monitoring mode (FS), and the RBC keeps the authorization to the SI annunciator for the train ATP1 unchanged. After ATP2 registers and reports the location to the RBC, the RBC considers that there are other trains traveling in reverse within the authorized range of ATP1, as shown in fig. 15, and immediately sets an unavailable flag to the pickup access SF- > SI, which would cause the RBC to send an unconditional emergency stop (UEM) to ATP1, avoiding collision of ATP1 with ATP 2.
In another aspect of the present invention for train protection, as shown in fig. 16, RBC continues to maintain "other train intrusion protection" when the wireless occlusion center receives the status of the approach sent by the interlock from "passing" to "unlocking. Because the route is unlocked, the RBC cannot acquire the information of the route state of the train receiving route, and the RBC device can check whether other trains exist in the authorized range in real time.
After the receiving route is unlocked, the RBC is called by other trains running in the same direction in the authorized range of the train at the station, or the RBC slides into the authorized range of the train after the other trains running in the same direction, so that the RBC immediately sends unconditional emergency stop (UEM) to the train.
In one embodiment of the present invention, as shown in fig. 17, authorized ATP1 is accessed to IG by downstream access route X- > XI, at this time, train ATP1 is in full monitoring mode (FS), RBC calculates authorization to XI annunciators for ATP1, and RBC keeps "other train intrusion protection" continuously during the whole stop after X- > XI access state is changed from "passing" to "access unlock". As shown in fig. 18, after ATP2 is registered and reported to RBC, RBC considers that there are other trains running in the same direction within the authorized range of ATP1, and immediately sends UEM to ATP1, ATP1 is stopped in the forward-to-forward mode, and ATP1 and ATP2 are prevented from rear-end collision.
After the train receiving route is unlocked, the RBC can immediately send unconditional emergency stop (UEM) to the train when the train enters other trains reversely within the authorized range of the train entering the train.
In one embodiment of the present invention, authorized ATP1 is accessed to IG by the upstream access route SF- > SI, at this time, the train ATP1 is in a full monitoring mode (FS), RBC calculates the authorization to SI annunciators for ATP1, and as shown in fig. 19, RBC continuously maintains "other train intrusion protection" during the whole stop process after the SF- > SI access state route is "passing" to "access unlock". As shown in fig. 20, after ATP2 registers and reports the location report to RBC, RBC considers that there are other trains running in reverse within the authorized range of ATP1, immediately sends UEM to ATP1, and ATP1 is stopped in the forward-to-forward mode, avoiding collision of ATP1 with ATP 2.
The specific manner in which the individual units perform the operations in relation to the apparatus of the above embodiments has been described in detail in relation to the embodiments of the method and will not be described in detail here.
Finally, it should be noted that: the foregoing description is only illustrative of the preferred embodiments of the present invention, and although the present invention has been described in detail with reference to the foregoing embodiments, it will be apparent to those skilled in the art that modifications may be made to the embodiments described, or equivalents may be substituted for elements thereof, and any modifications, equivalents, improvements or changes may be made without departing from the spirit and principles of the present invention.
Claims (9)
1. A method for protecting a wireless block center from train entering a station, which is characterized by comprising the steps of,
the wireless block center acquires the route state of the train through interlocking;
according to the route state of the train, the wireless block center authorizes and protects the route of the train; wherein,
the train route authorization protection comprises a route unlocking maintenance authorization protection and a route unlocking authorization protection, wherein the route is not unlocked, and the maintenance authorization protection is carried out; after the route is unlocked, starting route unlocking authorization protection;
the route unlocking authorization protection comprises the following steps:
when the same track guides the receiving vehicle to enter the road in the same direction, the guiding mode authorization with the unchanged authorization end point is reissued to the authorized train, the authorized train is authorized to enter the guiding mode, and a driver is responsible for authorizing the driving safety of the train; the guiding mode authorization which is used for repairing the authorized train and is unchanged in the authorized end point comprises that RBC cannot distribute the unlocked train route to other trains, the other trains enter into a stock road in a visual mode, and a driver drives and takes charge of driving safety of the other trains to finish reconnection operation;
when the same track reversely guides the incoming route, an unconditional emergency stop instruction is sent to the authorized train, the authorized train is stopped in a running mode, meanwhile, RBC takes the route reverse to the authorized train route as authorization to be distributed to other trains, the other trains are sent to the guiding mode authorization of the corresponding destination annunciator, the other trains are converted into the guiding mode, and a driver drives and takes charge of driving safety of the other trains to finish reconnection operation.
2. The method for protecting a train from an incoming call in a wireless block center according to claim 1,
the route state of the train comprises normal route, passing and route unlocking of the train.
3. A method for protecting a wireless block center control train from an incoming station according to claim 1 or 2,
the approach unlock maintenance authorization guard includes the steps of,
when the initial route state of the train is a normal route or is passing, acquiring the actual route state of the train;
and updating the movement authorization of the train on the route in real time according to the actual route state of the train.
4. A method of controlling train entry protection in a wireless block center according to claim 3, wherein updating the movement authority of the train on the approach path in real time based on the actual approach path status of the train comprises,
when the actual route state of the train is different from the initial route state, acquiring and refreshing the actual route state of the train in real time; and updating the movement authorization of the train on the route according to the actual route state of the train acquired and refreshed in real time.
5. The method for protecting a wireless block center controlled train from entering a station according to claim 1 or 4, wherein updating the movement authority of the train on the route in real time according to the actual route state of the train further comprises,
when the actual route state of the train is the same as the initial route state, the movement authorization of the train on the route is kept unchanged.
6. A radio block center, characterized in that the radio block center includes,
the acquisition unit is used for acquiring the route state of the train through interlocking;
the protection unit is used for protecting the train route authorization in real time according to the route state wireless blocking center of the train; wherein,
the train route authorization protection comprises a route unlocking maintenance authorization protection and a route unlocking authorization protection, wherein the route is not unlocked, and the maintenance authorization protection is carried out; after the route is unlocked, starting route unlocking authorization protection;
the route unlocking authorization protection comprises the following steps:
when the same track guides the receiving vehicle to enter the road in the same direction, the guiding mode authorization with the unchanged authorization end point is reissued to the authorized train, the authorized train is authorized to enter the guiding mode, and a driver is responsible for authorizing the driving safety of the train; the guiding mode authorization which is used for repairing the authorized train and is unchanged in the authorized end point comprises that RBC cannot distribute the unlocked train route to other trains, the other trains enter into a stock road in a visual mode, and a driver drives and takes charge of driving safety of the other trains to finish reconnection operation;
when the same track reversely guides the incoming route, an unconditional emergency stop instruction is sent to the authorized train, the authorized train is stopped in a running mode, meanwhile, RBC takes the route reverse to the authorized train route as authorization to be distributed to other trains, the other trains are sent to the guiding mode authorization of the corresponding destination annunciator, the other trains are converted into the guiding mode, and a driver drives and takes charge of driving safety of the other trains to finish reconnection operation.
7. A radio block center according to claim 6, wherein,
the route state of the train comprises normal route, passing and route unlocking of the train.
8. A radio block center according to claim 7, wherein,
the approach unlock maintenance authorization guard includes,
when the initial route state of the train is a normal route or is passing, the protection unit acquires the actual route state of the train;
when the actual route state of the train is different from the initial route state, the protection unit acquires and refreshes the actual route state of the train in real time; and according to the actual route state of the train acquired and refreshed in real time, the protection unit updates the movement authorization of the train on the route.
9. A radio block center according to claim 7 or 8 wherein said access non-unlocked maintenance authorization guard further comprises,
when the actual route state of the train is the same as the initial route state, the protection unit keeps the movement authorization of the train on the route unchanged.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310043334.6A CN115892143B (en) | 2023-01-29 | 2023-01-29 | Wireless block center and method for controlling train to enter station for protection |
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| CN111959564A (en) * | 2020-08-28 | 2020-11-20 | 成都劳杰斯信息技术有限公司 | Train approaching early warning method based on computer interlocking and railway locomotive positioning |
| CN113942550A (en) * | 2021-09-30 | 2022-01-18 | 交控科技股份有限公司 | Method and device for protecting lateral turnout intrusion limit of train |
| CN115285184A (en) * | 2022-07-21 | 2022-11-04 | 国能朔黄铁路发展有限责任公司 | Method and system for allowing vehicle to run in station route |
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| CN102510823A (en) * | 2011-11-17 | 2012-06-20 | 华为技术有限公司 | Train control method, device and system |
| CN106828541A (en) * | 2017-01-23 | 2017-06-13 | 北京交通大学 | It is suitable for the Road defence method of the Train Operation Control System Onboard interlocking of truck traffic |
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