CN212500434U - Rail side signal control system of tramcar based on IP network communication - Google Patents
Rail side signal control system of tramcar based on IP network communication Download PDFInfo
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- CN212500434U CN212500434U CN202020915221.2U CN202020915221U CN212500434U CN 212500434 U CN212500434 U CN 212500434U CN 202020915221 U CN202020915221 U CN 202020915221U CN 212500434 U CN212500434 U CN 212500434U
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Abstract
The utility model relates to a railway tram other signal control system of rail based on IP networking communication, including dispatch command system DMS, main line switch control subsystem, crossing priority control subsystem, the other target control ware of rail and the other controlled equipment of rail, dispatch command system DMS be connected with main line switch control subsystem, crossing priority control subsystem respectively, main line switch control subsystem, crossing priority control subsystem pass through the IP network and be connected with the other target control ware of rail respectively, the other target control ware of rail be connected with the other controlled equipment of rail. Compared with the prior art, the utility model has the advantages of the security is high, high-efficient.
Description
Technical Field
The utility model relates to a there is other signal control system of tram rail, especially relates to a there is other signal control system of tram rail based on IP networking communication.
Background
The current tramcar signal system mainly comprises a central train dispatching command system, trackside equipment, a control system and a vehicle-mounted signal system, wherein the dispatching center is connected with the trackside equipment in an industrial Ethernet mode in a communication mode, the dispatching center sends a control command to the trackside control system through a wired network, the center and the vehicle-mounted tramcar are usually communicated in a 4G or LTE mode, but the traditional metal signal cable is still mainly used as a communication mode between the trackside equipment of the current tramcar signal system.
The trackside equipment is various in types, and comprises a main track turnout controller subsystem, a crossing priority control subsystem cabinet, a point switch, a signal machine, a beacon, a shaft counting and the like, and the distances among different equipment are different. The communication method of the metal cable is limited by resistance, voltage and the like, so that the communication distance is only about 18 km at most. The tramcar has a long line and passes through a residential area more, so the field construction environment is complex, and the traditional communication mode using a metal cable as trackside equipment can have a lot of problems in the practical project implementation.
1) A large amount of cables need to be purchased, and the early cost investment is large;
2) in the implementation process, a lot of time is needed to arrange cables, which has a great influence on the construction period and is not beneficial to the rapid promotion of projects, for example, a common intersection priority control cabinet needs to be connected with: 1. four beacons of an upstream announcement beacon, a request beacon, an approach beacon and a departure beacon; 2. four beacons in the downlink; 3. four crossing signal machines; 4. four social signals, and a three-light intersection signal requires 3 × 2 (positive and negative) six cables (and a part of intersection signals have four lights and require 4 × 2 eight cables). An interlocking cabinet needs to connect with different numbers of switches, beacons, counter shafts, interlocking semaphores (at least six cables are needed) according to the system design. Therefore, the wiring process of the trackside equipment is very complicated and easy to make mistakes, and many problems in the field test process are caused by wiring errors, so that a lot of time is consumed for checking the wiring one by one and performing color confirmation and proofreading. It takes much time to rewire even if an error is detected.
3) The hard wire cable bearing high voltage needs to be separately wired with other weak current cables, otherwise potential safety hazards are brought, and the situation of strong current cable explosion in the cable well can occur in the practical tramcar opening project through investigation, because the cable is soaked in water for a long time in the cable well, great potential safety hazards are caused;
4) in the project debugging process, a special instrument is needed to measure and analyze voltage, current and waveform, so that the project debugging workload and difficulty are increased;
5) the single communication mode of adopting the metal cable as the interlocking and the intersection priority control cabinet and the trackside terminal equipment cannot realize channel backup and has low communication efficiency;
6) the cable needs to be maintained, checked and replaced regularly at the later stage of the project, and both labor cost and equipment cost are high;
7) cables are easy to steal, and especially some of the more important cables are expensive and easy to steal.
SUMMERY OF THE UTILITY MODEL
The utility model aims at providing a high, efficient have the other signal control system of tramcar rail based on IP networking communication in order to overcome the defect that above-mentioned prior art exists.
The purpose of the utility model can be realized through the following technical scheme:
a tramcar trackside signal control system based on IP networking communication comprises a dispatching command system DMS, a main track turnout control subsystem, an intersection priority control subsystem, a trackside target controller and trackside controlled equipment, wherein the dispatching command system DMS is respectively connected with the main track turnout control subsystem and the intersection priority control subsystem, the main track turnout control subsystem and the intersection priority control subsystem are respectively connected with the trackside target controller through an IP network, and the trackside target controller is connected with the trackside controlled equipment.
Preferably, the dispatch command system DMS is connected to the main switch control subsystem and the intersection priority control subsystem through the convergence layer communication system DCS.
Preferably, the main line turnout control subsystem or the intersection priority control subsystem is connected with the convergence layer communication system DCS through a wired or wireless network.
Preferably, the main line turnout control subsystem or the intersection priority control subsystem is connected with the trackside target controller through trackside red and blue network optical fibers.
Preferably, the trackside target controller is provided with a photoelectric conversion circuit.
Preferably, the trackside target controller is connected with the trackside controlled equipment through a hard wire.
Preferably, each of the trackside controlled devices is a device configured with a correct IP address.
Preferably, the trackside controlled equipment is a route signal machine and a switch machine.
Preferably, the trackside controlled device is a trackside port signal machine.
Preferably, the control system further comprises a vehicle-mounted host and a vehicle-ground wireless core network, wherein the vehicle-mounted host is respectively connected with the main turnout control subsystem and the intersection priority control subsystem through the vehicle-ground wireless core network.
Compared with the prior art, the utility model has the advantages of it is following:
1. by adopting the signal control system based on the IP network, the data information transmission process does not depend on the traditional metal cable any more, the electric leakage caused by the wiring error or the breakage of the protective layer is avoided, and the wiring operation safety is greatly improved.
2. By adopting the signal control system based on the IP network, a large amount of test work can be completed indoors, the cabinet is connected with each terminal device through the photoelectric converter, and a correct IP address is configured for each terminal device.
3. Trackside target controllers are designed with the features of being small, versatile, and flexible to install and deploy, and with safety integrity meeting the requirements of the highest SIL 4.
4. The trackside target controller realizes the safety and redundancy design of the double networks, and greatly improves the safety and reliability of the system.
5. By adopting the signal control system based on the IP network, the state of the terminal equipment on the whole line can be monitored more comprehensively, and the state is uploaded to the control center in real time. And when the state of the terminal equipment is abnormal, an acousto-optic alarm is sent to remind dispatching personnel in the train control center.
6. The signal control system scheme based on the IP network greatly saves the number of hard-line cables.
Drawings
Fig. 1 is a schematic structural view of the present invention;
fig. 2 is a schematic diagram of the central remote control trackside route signal machine and the switch machine of the present invention;
FIG. 3 is a schematic diagram of the central remote control rail by-pass port signal machine of the present invention;
fig. 4 is a schematic diagram of the vehicle-mounted remote control by-track route signal machine and the switch machine of the present invention;
fig. 5 is a schematic diagram of the vehicle-mounted remote control rail bypass port signal machine of the utility model.
Detailed Description
The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, not all, of the embodiments of the present invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts shall fall within the protection scope of the present invention.
The scheme separates the logic calculation and the drive acquisition terminal of the two subsystems, makes the drive acquisition terminal (trackside target controller) into an independent module and deploys nearby trackside equipment, and the drive acquisition terminal and the logic calculation terminal are in optical fiber communication based on IP and do not adopt the traditional hard wire mode any more. Meanwhile, the trackside equipment state data acquired by the driving acquisition terminal equipment and the self state information can be transmitted back to the central dispatching command system through the optical fiber network so as to assist a dispatcher in remote control and decision making.
As shown in fig. 1, a tramcar trackside signal control system based on IP networking communication includes a dispatch command system DMS, a main-line switch control subsystem, an intersection priority control subsystem, a trackside target controller, and trackside controlled devices, where the dispatch command system DMS is connected with the main-line switch control subsystem and the intersection priority control subsystem respectively, the main-line switch control subsystem and the intersection priority control subsystem are connected with the trackside target controller respectively through an IP network, and the trackside target controller is connected with the trackside controlled devices.
And the dispatching command system DMS is respectively connected with the main line turnout control subsystem and the intersection priority control subsystem through a convergence layer communication system DCS.
The main line turnout control subsystem or the intersection priority control subsystem is connected with a convergence layer communication system DCS through a wired or wireless network; and the trackside main line turnout controller subsystem receives an access handling and intersection priority request from a central DMS or a vehicle-mounted vehicle through a wired or wireless network.
The main line turnout control subsystem or the intersection priority control subsystem is connected with the trackside target controller through trackside red and blue network optical fibers; and the track side port priority control subsystem or the main line turnout controller subsystem performs signal logic calculation, and sends a final control command to a track side target controller through a track side red and blue network optical fiber.
The trackside target controller is provided with a photoelectric conversion circuit for converting optical signals into electric signals. The trackside target controller is connected with trackside controlled equipment through a hard wire; and the trackside target controller converts the optical signal into an electric signal through the photoelectric conversion circuit, compares the input result, and sends a command to trackside controlled equipment through a hard wire to control the action of the trackside controlled equipment.
And each trackside controlled device is a device with a correct IP address. The trackside controlled equipment is an access signal machine, a point switch and a trackside port signal machine. The control system also comprises a vehicle-mounted host and a vehicle-ground wireless core network, wherein the vehicle-mounted host is respectively connected with the main turnout control subsystem and the intersection priority control subsystem through the vehicle-ground wireless core network; the method is used for realizing vehicle-mounted remote control of the controlled equipment beside the rail.
The trackside target controller collects the state of trackside controlled equipment and sends the state to the dispatching and commanding system DMS through a network.
The utility model discloses a concrete operation process if:
1) and the trackside main line turnout controller subsystem or the intersection priority control subsystem receives the access handling and intersection priority requests from the central DMS or the vehicle-mounted vehicle through a wired or wireless network.
2) And the track side port priority control subsystem or the main line turnout controller subsystem performs signal logic calculation, and sends a final control command to a target controller beside the track through a red and blue network optical fiber beside the track.
3) The target controller converts the optical signal into an electric signal through the photoelectric converter, compares the input result, and sends a command to the terminal equipment through a hard wire directly connected with the terminal to control the action of the terminal equipment beside the track.
4) And meanwhile, the target controller collects the state of the controlled equipment of the trackside terminal and sends the state to the central DMS through the network.
The number of hard-line cables is greatly saved by the signal control system scheme based on the IP network, and the following table 1 carries out comparison calculation based on the unlocked Shenzhen Longhua tram project interlocking region:
TABLE 1
The logic processing flow chart of the utility model is as follows:
scene 1: the central remote control trackside route signal machine and the point switch are shown in the following figure 2;
scene 2: the central remote control track bypass port signal machine is shown in figure 3;
scene 3: the vehicle-mounted remote control trackside route signal machine and the switch machine are shown in figure 4;
scene 4: the vehicle-mounted remote control rail bypass port signal machine is shown in figure 5.
The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily think of various equivalent modifications or replacements within the technical scope of the present invention, and these modifications or replacements should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (10)
1. A tramcar trackside signal control system based on IP networking communication is characterized by comprising a dispatching command system DMS, a main track turnout control subsystem, an intersection priority control subsystem, a trackside target controller and trackside controlled equipment, wherein the dispatching command system DMS is respectively connected with the main track turnout control subsystem and the intersection priority control subsystem, the main track turnout control subsystem and the intersection priority control subsystem are respectively connected with the trackside target controller through an IP network, and the trackside target controller is connected with the trackside controlled equipment.
2. The tram trackside signal control system based on the IP networking communication of claim 1, wherein the dispatch command system DMS is connected to the main switch control subsystem and the intersection priority control subsystem through a convergence layer communication system DCS, respectively.
3. The tram trackside signal control system based on the IP networking communication of claim 1, wherein the main line turnout control subsystem or the intersection priority control subsystem is connected with the convergence layer communication system DCS through a wired or wireless network.
4. The railcar trackside signal control system based on IP networking communication according to claim 1, wherein the main track switch control subsystem or the intersection priority control subsystem is connected to a trackside target controller through a trackside red and blue network optical fiber.
5. The railcar trackside signal control system based on IP networked communication of claim 1, wherein the trackside target controller is provided with a photoelectric conversion circuit.
6. The railcar trackside signal control system based on IP networked communication of claim 5, wherein the trackside target controller is connected to the trackside controlled device by a hard wire.
7. The railcar trackside signal control system based on IP networked communication of claim 1, wherein each of said trackside controlled devices is a device configured with a correct IP address.
8. The IP networking communication based tram wayside signal control system according to claim 1 or 7, characterized in that the wayside controlled devices are an access signal machine and a switch machine.
9. The railcar trackside signal control system based on IP networking communication according to claim 1 or 7, wherein the trackside controlled device is a trackside traffic signal.
10. The railcar trackside signal control system based on the IP networking communication of claim 1, further comprising a vehicle-mounted host and a vehicle-ground wireless core network, wherein the vehicle-mounted host is connected with the on-line turnout control subsystem and the intersection priority control subsystem through the vehicle-ground wireless core network, respectively.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020915221.2U CN212500434U (en) | 2020-05-26 | 2020-05-26 | Rail side signal control system of tramcar based on IP network communication |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020915221.2U CN212500434U (en) | 2020-05-26 | 2020-05-26 | Rail side signal control system of tramcar based on IP network communication |
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| Publication Number | Publication Date |
|---|---|
| CN212500434U true CN212500434U (en) | 2021-02-09 |
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| CN202020915221.2U Active CN212500434U (en) | 2020-05-26 | 2020-05-26 | Rail side signal control system of tramcar based on IP network communication |
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