CN117533367A - Train passing neutral section control system, method and device - Google Patents

Abstract

The invention provides a train passing neutral section control system, a train passing neutral section control method and a train passing neutral section control device, wherein the train passing neutral section control system comprises: the inlet annunciator, the inlet transponder, the outlet transponder and the outlet annunciator are arranged beside a track on one side of the inlet end of the phase separation area, and the outlet annunciator are arranged beside a track on one side of the outlet end of the phase separation area. By arranging the signal devices such as the entrance annunciator, the entrance transponder, the exit annunciator and the exit annunciator beside the track near the phase separation area and combining the axle counting section arranged at the exit end of the phase separation area, the train can accurately correct the position and ensure that the train stably and inertly drives through the phase separation area, thereby improving the driving efficiency of the train, reducing the manpower consumption and improving the comfort level of passengers.

Description

Train passing neutral section control system, method and device

Technical Field

The invention relates to the technical field of train safety, in particular to a train passing neutral section control system, method and device.

Background

The phase-splitting area is a non-electric area of the electrified railway, and is used for isolating the electricity with different phases supplied by different power substations through two phase-splitting switches so as to prevent accidents such as tripping of the power substations, fusing of contact networks and the like caused by out-of-phase electric short circuit. In the prior art, an ATP vehicle-mounted device sends an over-phase-passing instruction to a vehicle, and the vehicle opens or closes a main breaker to realize automatic over-phase-passing.

During passing through the phase, the running speed is controlled by the vehicle, if the speed of the train is lower when the traction is cut off, the situation that the train is stopped in the phase-splitting area is likely to happen, and because the phase-splitting area is a dead zone, a driver needs to report to a control center, and power supply of the phase-splitting area is assisted by a train dispatcher to realize restarting of the train.

Disclosure of Invention

The invention provides a train passing neutral section control system, method and device, which are used for solving the defects that in the prior art, the train passing neutral section is easy to stop in the neutral section, and the train passing neutral section consumes manpower and affects the driving efficiency.

The invention provides a train passing neutral section control system, comprising: the entrance annunciator, the entrance transponder, the exit transponder and the exit annunciator are arranged beside a track at one side of the entrance end of the phase separation area, and the exit annunciator are arranged beside a track at one side of the exit end of the phase separation area;

the entrance annunciator is used for acquiring a first occupation state of the axle counting section, and sending a first permission signal or a first prohibition signal to a train based on the first occupation state so as to enable the train to enter the phase separation area or prohibit the train from entering the phase separation area, and the axle counting section is arranged at the outlet end of the phase separation area;

the entrance transponder is used for sending an entrance forecast signal to the train when the train is detected to reach an entrance forecast position, so that the train cuts off traction and opens a main breaker based on the entrance forecast signal;

the exit transponder is used for sending an exit forecast signal to the train under the condition that the train is detected to reach an exit forecast position, so that the train resumes traction and closes a main breaker based on the exit forecast signal;

the exit signal machine is used for acquiring a second occupied state of the axle counting section and sending a second permission signal or a second prohibition signal to the train based on the second occupied state so as to enable the train to enter the axle counting section or prohibit the train from entering the axle counting section.

According to the train passing neutral section control system provided by the invention, the position of the entrance annunciator is the movement authorization terminal point at one side of the entrance end of the neutral section, and the entrance annunciator is arranged at the first preset distance of the entrance end of the neutral section, so that the speed of the train passing through the entrance of the neutral section reaches the preset speed after stopping and restarting.

According to the train passing neutral section control system provided by the invention, the entrance transponder is arranged between the entrance annunciator and the entrance of the neutral section, and the position of the entrance transponder is determined based on at least one of delay of processing transponder messages by a train, position error of a lost transponder of the train, communication delay of a signal system and a train control monitoring system, train feedback time and train speed.

According to the train passing neutral section control system provided by the invention, the initial position of the axle counting section is the movement authorization terminal point at one side of the outlet end of the neutral section, and the initial position of the axle counting section is arranged at the second preset distance of the outlet end of the neutral section, so that the train stops after exiting the neutral section.

According to the train passing neutral section control system provided by the invention, the exit transponder is arranged between the exit of the neutral section and the starting position of the axle counting section, and the position of the exit transponder is determined based on the length of the train.

The train passing neutral section control system provided by the invention further comprises a radio remote device, wherein the radio remote device is arranged beside a track at one side of the inlet end and/or the outlet end of the neutral section.

According to the train passing neutral section control system provided by the invention, the remote radio equipment comprises a main remote radio unit and a standby remote radio unit.

The invention also provides a train passing neutral section control method, which comprises the following steps:

acquiring a first occupancy state of a shaft counting section, and transmitting a first permission signal or a first prohibition signal to a train based on the first occupancy state so as to enable the train to enter a phase separation area or prohibit the train from entering the phase separation area, wherein the shaft counting section is arranged at an outlet end of the phase separation area;

transmitting an entrance forecast signal to the train to cause the train to cut off traction and open a main breaker based on the entrance forecast signal when it is detected that the train reaches an entrance forecast position;

transmitting an exit forecast signal to the train when the train is detected to reach an exit forecast position, so that the train resumes traction and closes a main breaker based on the exit forecast signal;

and acquiring a second occupancy state of the axle counting section, and transmitting a second permission signal or a second prohibition signal to the train based on the second occupancy state so as to enable the train to enter the axle counting section or prohibit the train from entering the axle counting section.

According to the method for controlling passing neutral section of train provided by the invention, based on the first occupation state, a first permission signal or a first prohibition signal is sent to the train so as to enable the train to enter a neutral section or prohibit the train from entering the neutral section, and the method comprises the following steps:

transmitting a first permission signal to the train to enable the train to enter the split-phase zone when the first occupied state is unoccupied;

transmitting a first inhibit signal to the train to inhibit the train from entering the split-phase zone if the first occupancy state is occupied;

the sending a second permission signal or a second prohibition signal to the train based on the second occupancy state to make the train enter the axle counting section or prohibit the train from entering the axle counting section includes:

transmitting a second permission signal to the train to cause the train to enter the axle counting section if the second occupancy state is unoccupied;

and sending a second prohibiting signal to the train to prohibit the train from entering the axle counting section when the second occupied state is occupied.

The invention also provides a train passing neutral section control device, which comprises:

the first control unit is used for acquiring a first occupation state of the axle counting section, sending a first permission signal or a first prohibition signal to a train based on the first occupation state so as to enable the train to enter a phase separation area or prohibit the train from entering the phase separation area, and the axle counting section is arranged at the outlet end of the phase separation area;

an entrance forecast unit for transmitting an entrance forecast signal to the train to cause the train to cut off traction and open a main breaker based on the entrance forecast signal, when the arrival of the train at an entrance forecast position is detected;

an exit forecast unit for transmitting an exit forecast signal to the train to enable the train to resume traction and close a main breaker based on the exit forecast signal when the train is detected to reach an exit forecast position;

and the second control unit is used for acquiring a second occupied state of the axle counting section and sending a second permission signal or a second prohibition signal to the train based on the second occupied state so as to enable the train to enter the axle counting section or prohibit the train from entering the axle counting section.

According to the train passing neutral section control system, method and device, the entrance annunciator, the entrance transponder, the exit annunciator and other annunciator are arranged beside the track near the neutral section, and the axle counting section arranged at the exit end of the neutral section is combined, so that the train can accurately correct the position and ensure that the train stably and inertly passes through the neutral section, the train is prevented from being stopped in the neutral section, the influence of degradation of the front train on running of the rear train and the occurrence of the condition that the distance between the front train and the rear train is too close to the rear train are avoided, the running efficiency of the train is improved, and the manpower consumption is reduced.

Drawings

In order to more clearly illustrate the invention or the technical solutions of the prior art, the following description will briefly explain the drawings used in the embodiments or the description of the prior art, and it is obvious that the drawings in the following description are some embodiments of the invention, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.

FIG. 1 is one of the schematic layout diagrams of the train passing neutral section control system provided by the present invention;

FIG. 2 is a schematic diagram of a movement authorization of a train passing neutral section provided by the present invention;

FIG. 3 is a second schematic layout of the train passing neutral section control system provided by the present invention;

FIG. 4 is a schematic flow chart of a method of controlling passing neutral section of a train provided by the invention;

fig. 5 is a schematic diagram of the structure of the passing neutral section control device of the train provided by the invention.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is apparent that the described embodiments are some embodiments of the present invention, 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.

With the acceleration of the urban process and the increasing intimate connection between cities, the demand of urban railways is continuously increasing. Compared with urban subways, the urban railway has larger station spacing and longer lines, so that the requirements on power supply and transmission are higher, and the single-phase power frequency 25kV alternating current system of the electrified railway is also applied to the urban railway. In order to improve the electric energy utilization rate of the power grid and reduce the three-phase load asymmetry of the public network, a phase separation area can be established between each independent power supply area, and the contact network performs phase conversion in different areas.

The phase-splitting area is a non-electric area of the electrified railway, and is used for isolating the electricity with different phases supplied by different power substations through two phase-splitting switches so as to prevent accidents such as tripping of the power substations, fusing of contact networks and the like caused by out-of-phase electric short circuit. In the prior art, the phase-splitting area sends a phase-splitting instruction to a vehicle through an ATP vehicle-mounted device, and the vehicle breaks a main breaker of the vehicle; when the train passes over the split-phase area for a certain distance, the ATP vehicle-mounted equipment sends a command for canceling the split-phase to the vehicle, and the vehicle closes the main breaker of the vehicle.

During passing through the phase, the running speed is controlled by the vehicle, if the speed of the train is lower when the traction is cut off, the situation that the train is stopped in the phase-splitting area is likely to happen, and because the phase-splitting area is a dead zone, a driver needs to report to a control center, and power supply of the phase-splitting area is assisted by a train dispatcher to realize restarting of the train.

In this regard, embodiments of the present invention provide a train passing neutral section control system that overcomes the above-described drawbacks. It can be understood that the passing neutral section of the train is realized by various professions such as signals, vehicles, power supply and the like, and the signals are taken as an important ring, so that the passing neutral section control system of the train provided by the embodiment of the invention can realize a better arrangement scheme of the signal equipment beside the track, thereby having important significance for the more stable and more efficient automatic passing neutral section of the train.

FIG. 1 is one of the schematic layout diagrams of the phase-passing control system of the train provided by the invention, as shown in FIG. 1, the system comprises: the inlet annunciator 110, the inlet transponder 120, the outlet transponder 130 and the outlet annunciator 140 are arranged beside the track at one side of the inlet end of the phase separation region, and the outlet annunciator are arranged beside the track at one side of the outlet end of the phase separation region;

the entrance annunciator is used for acquiring a first occupation state of the axle counting section, and sending a first permission signal or a first prohibition signal to the train based on the first occupation state so as to enable the train to enter the phase separation area or prohibit the train from entering the phase separation area, and the axle counting section is arranged at the outlet end of the phase separation area;

the entrance transponder is used for sending an entrance forecast signal to the train when the train is detected to reach an entrance forecast position, so that the train cuts off traction and opens the main breaker based on the entrance forecast signal;

the exit transponder is used for sending an exit forecast signal to the train under the condition that the train is detected to reach an exit forecast position, so that the train resumes traction and closes the main breaker based on the exit forecast signal;

the exit annunciator is used for acquiring a second occupancy state of the axle counting section and sending a second permission signal or a second prohibition signal to the train based on the second occupancy state so as to enable the train to enter the axle counting section or prohibit the train from entering the axle counting section.

Specifically, the axle counting section is a device for monitoring and tracking the passing condition of a train, which can confirm the position and passing state of the train by counting the number of axles through which the train passes. In the embodiment of the invention, the axle counting section is added at the outlet end of the phase separation area, so that the isolation effect can be realized, and the influence of degradation of the front vehicle on the rear vehicle can be reduced. It will be appreciated that the axle counting section provided at the exit end of the split phase section is a short section of sufficient length to accommodate a train.

During running of the train, the entrance signal opportunity acquires a first occupancy state of the axle counting section in real time, and sends a first permission signal or a first prohibition signal to the train based on the first occupancy state. Here, the first occupancy state refers to a state of whether the axle counting section monitored by the entry signal is occupied by a train. The first permission signal is a signal which is sent by the entrance signal machine to the train and allows the train to enter the split-phase area; the first inhibit signal refers to a signal sent by the entry signal to the train that inhibits the train from entering the split-phase area. When the train passes through the entrance annunciator, if the axle counting section is unoccupied, the entrance annunciator displays a green light, and the train is allowed to enter the split-phase area; if the axle counting section is occupied, the entrance annunciator displays a red light, and the train is forbidden to enter the split-phase area.

The train will continue to travel forward after receiving the first permission signal, and when the entrance transponder detects that the train reaches the entrance forecast position, the entrance forecast signal will be sent to the train so that the train cuts off traction and opens the main breaker based on the entrance forecast signal. Here, the entrance forecast location refers to a location where an entrance transponder is disposed, which is typically located at a specific location before the phase separation. By arranging an entrance transponder at a proper position at the entrance of the phase separation area, a signal can be sent to the train to inform the front of the train of entering the phase separation area, and the train is reminded of carrying out corresponding operation. After receiving the entrance forenotice signal, the vehicle-mounted controller of the train sends an over-split phase enabling command to the vehicle, the vehicle provides feedback information to the vehicle-mounted controller, and after receiving the over-split phase enabling feedback signal fed back by the vehicle, the vehicle-mounted controller sends the over-split phase forenotice command to the vehicle, and meanwhile the vehicle provides feedback information to the vehicle-mounted controller.

It will be appreciated that a forenotice transponder is typically disposed at the inlet end of the split-phase region and a main transponder is disposed at the outlet end, with both the forenotice transponder and the main transponder being active transponders. The entrance transponder may be placed before the advance notice transponder to advance the phase-separated region notice. In addition, a forced breakpoint position is arranged between the entrance of the pre-phasing area of the pre-notice transponder, and if the pre-notice signal is received and processed before, the received forced breakpoint signal is invalid; otherwise, the forced breaking mode is entered, and the vehicle-mounted controller sends an over-phase forced breaking command to the vehicle. The vehicle cuts off traction and cuts off the main breaker according to the received excessive phase pre-breaking command or excessive phase strong breaking command, and the inert excessive phase separation area.

After the train passes through the phase separation area, when the exit transponder detects that the train reaches an exit forecast position, an exit forecast signal is sent to the train, so that the train resumes traction and closes a main breaker based on the exit forecast signal. Here, the exit forecast location is the location where the exit transponder is located, typically at a specific location after the phase separation. By arranging the exit transponder at the proper position of the exit of the phase separation area, a signal can be sent to the train to inform that the train leaves the phase separation area, and the train is reminded to carry out corresponding operation. After receiving the exit advance notice signal, the vehicle-mounted controller stops sending the passing neutral section enabling command, the passing neutral section advance breaking command and the passing neutral section strong breaking command to the vehicle, so that the vehicle can recover traction and close the main breaker, and normal running is recovered.

The exit annunciator also acquires a second occupancy state of the axle counting section in real time and sends a second permission signal or a second prohibition signal to the train based on the second occupancy state. Here, the second occupancy state is a state indicating whether the axle counting section monitored by the port signaling machine is occupied by a train. The second permission signal is a signal which indicates that the port signal machine transmits the train and allows the train to enter the axle counting section; the second inhibit signal is a signal indicating that the port communicator is transmitting to the train to inhibit the train from entering the axle counting section. When the train passes through the exit annunciator, if the axle counting section is unoccupied, the exit annunciator displays a green light, and the train is allowed to enter the axle counting section; if the axle counting section is occupied, the exit annunciator will display a red light, prohibiting the train from entering the axle counting section.

It should be understood that, for the scene that the degradation of the front vehicle causes the degradation of the rear vehicle to stop in the phase-splitting area when the rear vehicle passes through the phase-splitting area, the embodiment of the invention can reduce the influence of the degradation of the front vehicle on the rear vehicle by adding a metering section at the outlet end of the phase-splitting area for isolation. When the front vehicle passes through the exit annunciator, if the axle counting section is occupied, the exit annunciator displays a red light, and the front vehicle is prohibited from entering the axle counting section, and meanwhile, the entrance annunciator also displays the red light, and the rear vehicle is prohibited from entering the phase separation area. After the front truck leaves the split phase area and the axle counting section is unlocked, the exit annunciator and the entrance annunciator will display a green light, allowing the rear truck to enter the split phase area. By arranging the annunciator at the inlet end and the outlet end of the phase separation area and arranging the axle counting section at the outlet end, the axle counting section can play an isolating role after the front vehicle leaves the phase separation area, so that the rear vehicle is ensured not to be influenced by degradation of the front vehicle when entering the phase separation area; meanwhile, the entrance annunciator and the exit annunciator can realize the control of an entrance signal, and ensure that a rear vehicle can enter the phase-splitting area only when the axle counting section is idle, so that the entrance mode in the phase-splitting area is set to be a single train entrance, and at most one running train in the phase-splitting area is ensured, and the condition that the rear vehicle is stopped in the phase-splitting area due to the speed reduction of the front vehicle can be prevented.

In the embodiment of the invention, the entrance transponder and the exit transponder are passive transponders, and the mutual communication between the train and the ground can be realized at a specific place by utilizing the wireless induction principle. The entry annunciator and the exit annunciator can both communicate with the axle counting equipment to obtain the occupancy state of the axle counting section. In addition, the axle counting equipment itself needs to meet the anti-interference performance in the 25kV power supply system environment.

According to the system provided by the embodiment of the invention, the signal equipment such as the entrance annunciator, the entrance transponder, the exit annunciator and the exit annunciator are arranged beside the track near the phase separation area, and the axle counting section arranged at the exit end of the phase separation area is combined, so that the train can accurately correct the position and ensure that the train stably and inertly drives through the phase separation area, thereby avoiding the situation that the train stops in the phase separation area, simultaneously avoiding the situation that the front train is degraded to influence the running of the rear train and the situation that the train is blocked due to the fact that the distance between the front train and the rear train is too close, further improving the running efficiency of the train and reducing the manpower consumption.

Based on the above embodiment, fig. 2 is a schematic diagram of movement authorization of a passing neutral section of a train according to the present invention, as shown in fig. 2, the position of the entrance signal is a movement authorization destination on one side of the entrance end of the neutral section, and the entrance signal is disposed at a first preset distance from the entrance end of the neutral section, so that the speed of the train passing through the entrance of the neutral section reaches a preset speed after stopping and restarting.

Specifically, the movement authorization destination refers to a movement authorization destination of the train in the control system, and not to a physical destination of the train. The mobile authorization terminal which is far from the starting point of the phase-splitting area is the position of the entrance annunciator, and the position can ensure that the train has a certain speed when arriving at the entrance of the phase-splitting area after stopping and restarting, thereby ensuring that the train can smoothly pass through the phase-splitting area in an inert way and avoiding stopping in the phase-splitting area. The preset speed refers to a preset speed threshold, and the speed of the train reaches the preset speed when the train passes through the phase separation area, so that the train can stably drive through the phase separation area.

Here, the first preset distance refers to a preset distance between the entrance annunciator and the start point of the split phase zone, and the first preset distance can be determined according to a braking distance of the train at the start point of the split phase zone and a minimum speed required for the train to reach the entrance point of the split phase zone after restarting.

It will be appreciated that considering that a certain distance is required for the train to come to a complete stop during braking, it is necessary to consider the distance required for the train to start braking from the start of the split phase zone to come to a complete stop when setting up the entry signaller. Second, the train needs a certain distance to accelerate to the minimum speed required after restarting, so the distance required for the train to start accelerating from the entrance annunciator position to the minimum speed required at the entrance of the split phase zone needs to be considered when the entrance annunciator is set. In order to ensure the safety of the train, a certain safety margin may be added to the two distances, and for example, a certain distance may be added to each of the braking distance and the start acceleration distance of the train as the position of the entrance annunciator.

Considering that the train needs to stop when the axle counting section is occupied, the train can be started again and enters the split-phase zone after the axle counting section is unlocked. Therefore, in the embodiment of the invention, the entrance annunciator is arranged at the first preset distance from the starting point of the phase separation zone, and the position of the entrance annunciator is used as the movement authorization terminal point, so that the movement authorization terminal point of the train can be ensured not to fall in the phase separation zone, and the defect of insufficient entrance speed of the train passing through the starting point of the phase separation zone after the train is stopped and restarted in the zone before approaching the phase separation zone is avoided.

Based on any of the above embodiments, the ingress transponder is disposed between the ingress annunciator and the ingress of the split phase zone, and the location of the ingress transponder is determined based on at least one of a delay in processing transponder messages by the train, a location error of a lost transponder by the train, a communication delay of the signaling system and the train control monitoring system, a train feedback time, and a train speed.

Specifically, an entrance transponder for correcting the position of the phase separation section is provided at an appropriate place to the entrance of the phase separation section, and the in-vehicle controller can be made to correct the current position and issue an over-phase enable command according to the position. In setting the entrance transponder, factors including delay, error, communication delay, feedback time, train speed, etc. may be comprehensively considered in order to ensure accuracy and reliability of the position determination of the transponder.

It should be noted that, the delay of processing the transponder message by the train means that the train needs to wait for a period of time to perform subsequent processing after receiving the transponder message, and the time delay is caused by factors such as a train control system and a communication protocol, and the delay can affect the position determination of the transponder. The position error of the lost transponder of the train refers to the position error of the transponder caused by the fact that messages of the transponder are not correctly received due to various reasons (such as signal interference, equipment failure and the like) in the running process of the train. The communication delay between the signal system and the train control monitoring system means that the position information of the transponder needs to be transmitted to the train control monitoring system, and a certain communication delay may exist in the transmission process. The train feedback time refers to the time required for processing and feeding back to the train control monitoring system after the train receives the response signal sent by the transponder. The speed of the train also affects the relative distance and communication time between the train and the transponder, which in turn affects the determination of the transponder's position.

In the embodiment of the invention, the position of the entrance transponder is determined by comprehensively considering the factors such as the delay of processing the transponder message by the train, the position error of the lost transponder by the train, the communication delay of the signal system and the train control monitoring system, the train feedback time, the train speed and the like, so that the accuracy and the reliability of the position determination of the transponder can be ensured.

Based on any of the above embodiments, the starting position of the axle counting section is a movement authorization terminal point at one side of the exit end of the phase separation section, and the starting position of the axle counting section is set at a second preset distance of the exit end of the phase separation section, so that the train stops after exiting the phase separation section.

Specifically, the second preset distance is the distance between the starting position of the axle counting section and the end point of the phase separation area, and is also the distance between the movement authorization end point and the end point of the phase separation area, and the distance can ensure that the train can completely exit the phase separation area without stopping in the phase separation area, so that the train is prevented from stopping when not completely exiting the phase separation area. Here, the clear phase separation zone refers to the complete passage of the train through the phase separation zone, i.e. the end position of the phase separation zone is also passed by the tail part of the train. At this time, no train occupies the split-phase area, and a safe running environment can be provided for the following trains.

According to the embodiment of the invention, the axle counting section is arranged at the second preset distance from the end point of the phase-splitting area and is used as the movement authorization end point, the movement authorization end point of the train can be ensured not to fall in the phase-splitting area by combining the movement authorization effect before the start point of the phase-splitting area, meanwhile, the way in the range of the phase-splitting area is set to be a single train way, and at most one running train in the phase-splitting area is ensured, so that the condition that the rear train stops in the phase-splitting area due to the speed reduction of the front train can be prevented.

Based on any of the embodiments described above, an exit transponder is disposed between the exit of the split phase section and the starting position of the axle counting section, the location of the exit transponder being determined based on the length of the train.

In particular, the outlet transponder may be arranged between the outlet of the phase separation and the starting position of the metering section, i.e. the outlet transponder is located before the movement authorization end point at the end point of the phase separation. By determining the location of the exit transponder based on the length of the train, it is ensured that a train can be accommodated such that the train has completely cleared the split phase zone and is not stopped within the split phase zone when stopped before the axle counting section.

It will be appreciated that in a bi-directional track scenario, both an ingress transponder and an egress transponder for correcting the phase separation zone position may be provided at appropriate locations in the forward and reverse directions immediately before reaching the phase separation zone entrance and exiting the phase separation zone exit, thereby enabling the onboard controllers to correct the current position and issue the over-phase enable command based on the position.

Based on any of the above embodiments, fig. 3 is a second schematic layout diagram of the train passing neutral section control system provided by the present invention, and as shown in fig. 3, the train passing neutral section control system further includes a remote radio 150 disposed beside the track at one side of the entrance end and/or the exit end of the neutral section.

It should be noted that, regarding to the scene of vehicle-ground communication, in consideration of the fact that the vehicle-ground communication may have attenuation problems due to factors such as topography or signal interference in the vicinity of the phase separation area, the transmission efficiency and accuracy of information are affected. Therefore, the embodiment of the invention can reduce communication transmission attenuation by arranging the radio remote equipment beside the track near the inlet end and/or the outlet end of the split-phase area.

In particular, the remote radio (Radio Remote Unit, RRU) may convert the baseband signal to a radio signal and transmit it to an antenna for wireless communication over a larger range. Thus, RRUs are typically placed close to the antennas in order to more efficiently transmit signals to the antennas. The RRU equipment can receive the baseband signal transmitted from the train control system, convert the baseband signal into a radio frequency signal and then transmit the radio frequency signal to the ground communication system through a wireless communication link; similarly, the RRU may also receive the radio frequency signal from the ground communication system, convert it to a baseband signal, and transmit it to the train control system.

Furthermore, RRU equipment can be arranged at the entrance or the exit of the phase separation region, the RRU equipment is arranged near the entrance of the phase separation region, so that the communication signal quality before a train enters the phase separation region is good, and the RRU equipment is arranged near the exit of the phase separation region, so that the communication signal quality after the train leaves the phase separation region is good. In addition, when the RRU equipment is set, factors such as signal transmission distance, signal strength, signal interference and the like need to be considered, and signal coverage requirements need to be met, and the signal coverage requirements are comprehensively determined through the factors.

In the embodiment of the invention, the communication transmission attenuation can be reduced by arranging the radio remote equipment, more stable and reliable communication connection is provided between the train and the ground communication system, and the safe operation of the train is ensured.

Based on the above embodiment, the remote radio device includes a main remote radio unit and a standby remote radio unit.

Specifically, by setting the main remote radio unit and the standby remote radio unit, redundant backup can be realized, and once the main unit fails or fails, the standby unit can immediately take over the work, so that the continuity and the reliability of the system are ensured. In addition, the main remote radio unit and the standby remote radio unit can monitor each other, and once the performance of the main unit is reduced or the main unit fails, the standby unit can be switched in time, so that the instability and interruption of the system are avoided. When the main remote radio unit needs maintenance or repair, the standby unit can take over the work and the normal operation of the system is not affected. This reduces the impact and downtime on the system during maintenance.

In the embodiment of the invention, the reliability, the stability and the maintenance convenience of the system can be improved by arranging the main remote radio unit and the standby remote radio unit, the fault tolerance of the system is enhanced, the continuity and the stability of the system are ensured, and the performance and the usability of the system are improved.

Based on any of the above embodiments, fig. 4 is a schematic flow chart of a train passing neutral section control method provided by the present invention, as shown in fig. 4, the method is applied to a train passing neutral section control system, and the method includes:

step 410, obtaining a first occupancy state of the axle counting section, and based on the first occupancy state, transmitting a first permission signal or a first prohibition signal to the train so as to enable the train to enter the phase-splitting area or prohibit the train from entering the phase-splitting area, wherein the axle counting section is arranged at an outlet end of the phase-splitting area;

step 420, when it is detected that the train arrives at the entrance forecast position, an entrance forecast signal is transmitted to the train, so that the train cuts off traction and opens the main breaker based on the entrance forecast signal;

step 430, in the case that the train arrives at the exit forecast position, sending an exit forecast signal to the train so that the train resumes traction and closes the main breaker based on the exit forecast signal;

step 440, obtaining a second occupancy state of the axle counting section, and based on the second occupancy state, transmitting a second permission signal or a second prohibition signal to the train to make the train enter the axle counting section or prohibit the train from entering the axle counting section.

According to the method provided by the embodiment of the invention, the first occupation state and the second occupation state of the axle counting section are respectively acquired, so that the train can be flexibly controlled to enter the split-phase area and the axle counting section according to the position and the state of the train, the flexibility and the adaptability of the system are improved, meanwhile, the control is performed according to the occupation state of the axle counting section, the way in the split-phase area can be set to be a single train way, and at most one running train in the split-phase area is ensured, so that the situation that the rear train stops in the split-phase area due to the speed reduction of the front train can be prevented, the running efficiency of the train can be improved, and the manpower consumption is reduced.

In summary, the scheme has the advantages of high flexibility, high safety, high system automation degree and high accuracy, can improve the control and scheduling efficiency of the system, and ensures the safe and smooth operation of the train.

Based on the above embodiment, in step 410, based on the first occupancy state, a first permission signal or a first prohibition signal is sent to the train to make the train enter the split-phase area or prohibit the train from entering the split-phase area, which specifically includes:

transmitting a first permission signal to the train to enable the train to enter a split-phase area under the condition that the first occupied state is unoccupied;

transmitting a first inhibit signal to the train to inhibit the train from entering the split-phase area when the first occupancy state is occupied;

in step 440, a second permission signal or a second prohibition signal is sent to the train based on the second occupancy state to make the train enter the axle counting section or prohibit the train from entering the axle counting section, specifically including:

transmitting a second permission signal to the train to cause the train to enter the axle counting section if the second occupancy state is unoccupied;

and sending a second prohibiting signal to the train to prohibit the train from entering the axle counting section when the second occupied state is occupied.

Based on any of the above embodiments, fig. 5 is a schematic structural diagram of a train passing neutral section control apparatus according to the present invention, as shown in fig. 5, the apparatus includes:

the first control unit 510 is configured to obtain a first occupancy state of the axle counting section, and send a first permission signal or a first prohibition signal to the train based on the first occupancy state, so that the train enters the split-phase area or the train is prohibited from entering the split-phase area, and the axle counting section is disposed at an outlet end of the split-phase area;

an entrance forecast unit 520 for transmitting an entrance forecast signal to the train to cause the train to cut off traction and open the main breaker based on the entrance forecast signal, in the case that the arrival of the train at the entrance forecast position is detected;

an exit forecast unit 530 for transmitting an exit forecast signal to the train in case that the arrival of the train at the exit forecast position is detected, so that the train resumes traction and closes the main breaker based on the exit forecast signal;

the second control unit 540 is configured to obtain a second occupancy state of the axle counting section, and send a second permission signal or a second prohibition signal to the train based on the second occupancy state, so that the train enters the axle counting section or the train is prohibited from entering the axle counting section.

According to the device provided by the embodiment of the invention, the first occupation state and the second occupation state of the axle counting section are respectively acquired, so that the train can be flexibly controlled to enter the split-phase area and the axle counting section according to the position and the state of the train, the flexibility and the adaptability of the system are improved, meanwhile, the control is performed according to the occupation state of the axle counting section, the way in the split-phase area can be set to be a single train way, and at most one running train in the split-phase area is ensured, so that the situation that the rear train stops in the split-phase area due to the speed reduction of the front train can be prevented, the running efficiency of the train can be improved, and the manpower consumption is reduced.

From the above description of the embodiments, it will be apparent to those skilled in the art that the embodiments may be implemented by means of software plus necessary general hardware platforms, or of course may be implemented by means of hardware. Based on this understanding, the foregoing technical solution may be embodied essentially or in a part contributing to the prior art in the form of a software product, which may be stored in a computer readable storage medium, such as ROM/RAM, a magnetic disk, an optical disk, etc., including several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the method described in the respective embodiments or some parts of the embodiments.

Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and are not limiting; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims (10)

1. A train passing neutral section control system comprising: the entrance annunciator, the entrance transponder, the exit transponder and the exit annunciator are arranged beside a track at one side of the entrance end of the phase separation area, and the exit annunciator are arranged beside a track at one side of the exit end of the phase separation area;

the entrance annunciator is used for acquiring a first occupation state of the axle counting section, and sending a first permission signal or a first prohibition signal to a train based on the first occupation state so as to enable the train to enter the phase separation area or prohibit the train from entering the phase separation area, and the axle counting section is arranged at the outlet end of the phase separation area;

the entrance transponder is used for sending an entrance forecast signal to the train when the train is detected to reach an entrance forecast position, so that the train cuts off traction and opens a main breaker based on the entrance forecast signal;

the exit transponder is used for sending an exit forecast signal to the train under the condition that the train is detected to reach an exit forecast position, so that the train resumes traction and closes a main breaker based on the exit forecast signal;

the exit signal machine is used for acquiring a second occupied state of the axle counting section and sending a second permission signal or a second prohibition signal to the train based on the second occupied state so as to enable the train to enter the axle counting section or prohibit the train from entering the axle counting section.

2. The system of claim 1, wherein the position of the entry signal is a movement authorization endpoint on the entry side of the split-phase zone, the entry signal being positioned at a first predetermined distance from the entry side of the split-phase zone such that the speed of the train passing the entry side of the split-phase zone reaches a predetermined speed after a stop restart.

3. The train passing neutral section control system of claim 2, wherein the entrance transponder is disposed between the entrance annunciator and the entrance of the neutral section, and wherein the location of the entrance transponder is determined based on at least one of a delay in processing transponder messages by the train, a location error of a lost transponder by the train, a communication delay of the annunciator system with the train control monitoring system, a train feedback time, and a train speed.

4. The system of claim 1, wherein the starting position of the axle counting section is a movement authorization terminal point on the side of the exit end of the split-phase section, and the starting position of the axle counting section is set at a second preset distance from the exit end of the split-phase section, so that the train is stopped after exiting the split-phase section.

5. The system of claim 4, wherein the exit transponder is disposed between an exit of the split phase zone and a starting position of the axle counting section, the location of the exit transponder being determined based on a length of the train.

6. The train passing neutral section control system of any one of claims 1 to 5, further comprising a remote radio disposed alongside the track on the side of the entry and/or exit ends of the neutral section.

7. The system of claim 6, wherein the remote unit comprises a main remote unit and a backup remote unit.

8. A train passing neutral section control method, comprising:

acquiring a first occupancy state of a shaft counting section, and transmitting a first permission signal or a first prohibition signal to a train based on the first occupancy state so as to enable the train to enter a phase separation area or prohibit the train from entering the phase separation area, wherein the shaft counting section is arranged at an outlet end of the phase separation area;

transmitting an entrance forecast signal to the train to cause the train to cut off traction and open a main breaker based on the entrance forecast signal when it is detected that the train reaches an entrance forecast position;

transmitting an exit forecast signal to the train when the train is detected to reach an exit forecast position, so that the train resumes traction and closes a main breaker based on the exit forecast signal;

and acquiring a second occupancy state of the axle counting section, and transmitting a second permission signal or a second prohibition signal to the train based on the second occupancy state so as to enable the train to enter the axle counting section or prohibit the train from entering the axle counting section.

9. The method of train passing phase separation control according to claim 8 wherein the transmitting a first enable signal or a first disable signal to a train to enter a phase separation zone or disable the train from entering the phase separation zone based on the first occupancy state comprises:

transmitting a first permission signal to the train to enable the train to enter the split-phase zone when the first occupied state is unoccupied;

transmitting a first inhibit signal to the train to inhibit the train from entering the split-phase zone if the first occupancy state is occupied;

the sending a second permission signal or a second prohibition signal to the train based on the second occupancy state to make the train enter the axle counting section or prohibit the train from entering the axle counting section includes:

transmitting a second permission signal to the train to cause the train to enter the axle counting section if the second occupancy state is unoccupied;

and sending a second prohibiting signal to the train to prohibit the train from entering the axle counting section when the second occupied state is occupied.

10. A train passing neutral section control apparatus, comprising:

the first control unit is used for acquiring a first occupation state of the axle counting section, sending a first permission signal or a first prohibition signal to a train based on the first occupation state so as to enable the train to enter a phase separation area or prohibit the train from entering the phase separation area, and the axle counting section is arranged at the outlet end of the phase separation area;

an entrance forecast unit for transmitting an entrance forecast signal to the train to cause the train to cut off traction and open a main breaker based on the entrance forecast signal, when the arrival of the train at an entrance forecast position is detected;

an exit forecast unit for transmitting an exit forecast signal to the train to enable the train to resume traction and close a main breaker based on the exit forecast signal when the train is detected to reach an exit forecast position;

and the second control unit is used for acquiring a second occupied state of the axle counting section and sending a second permission signal or a second prohibition signal to the train based on the second occupied state so as to enable the train to enter the axle counting section or prohibit the train from entering the axle counting section.