CN213384277U - Signal system for train accurate parking control based on transponder - Google Patents
Signal system for train accurate parking control based on transponder Download PDFInfo
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- CN213384277U CN213384277U CN202020694627.2U CN202020694627U CN213384277U CN 213384277 U CN213384277 U CN 213384277U CN 202020694627 U CN202020694627 U CN 202020694627U CN 213384277 U CN213384277 U CN 213384277U
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Abstract
The utility model relates to an accurate parking control' S of train signal system based on transponder, including ATC equipment, the other ATS equipment of rail, the other CI equipment of rail, ATC equipment include on-vehicle ATC equipment and the other ATC equipment of rail, on-vehicle ATC equipment include ATO module and ATP module, the ATP module be connected with the other ATC equipment of rail, the other CI equipment of rail, the other ATS equipment of rail respectively, signal system still include the semaphore of leaving a station, stop the transponder, first transponder and the second of being close is close the transponder, the parking spot of signaling machine and design of leaving a station between be equipped with interval S2, stop the transponder of being close to, first transponder and the second of being close the transponder and arrange in proper order at the platform rail side along locomotive to rear of a vehicle direction. Compared with the prior art, the utility model has the advantages of the trackside transponder quantity of deploying is minimum under the prerequisite of ensureing safety and operation efficiency, reduces project cost.
Description
Technical Field
The utility model relates to a signal system of train control especially relates to a signal system of accurate parking control of train based on transponder.
Background
The inquiry transponder (hereinafter referred to as transponder) is a signal basic device for realizing train-ground communication and train positioning calibration of urban rail transit, and has important significance for realizing safe train operation and improving operation efficiency.
The transponder system mainly comprises vehicle-mounted equipment and ground equipment, wherein the vehicle-mounted equipment comprises a transponder inquiry host, a transponder antenna and an antenna cable, and the ground equipment comprises a passive transponder, an active transponder and a trackside electronic unit (LEU);
the passive transponder stores fixed information, is in the dormant state at ordinary times, and when the train passes through the passive transponder top on ground, the passive transponder makes it turn into the electric energy after receiving the electromagnetic energy of on-vehicle transponder antenna transmission to make ground transponder electronic circuit work, send out the fixed information circulation of storage at ground transponder, on-vehicle transponder antenna is received, and the ground transponder is kept away from up to on-vehicle transponder antenna.
The active transponder is connected with the LEU through a cable, the LEU is connected with the trackside interlocking system, a train passes through the upper part of the ground active transponder, the active transponder receives electromagnetic energy transmitted by the vehicle-mounted antenna and then converts the electromagnetic energy into electric energy, the ground active transponder electronic circuit works, the real-time state of trackside equipment acquired by the LEU and stored in the ground active transponder data are circularly transmitted, the vehicle-mounted transponder antenna receives the electric energy until the vehicle-mounted transponder antenna is far away from the ground active transponder, and when the LEU equipment fails or has communication failure, the active transponder becomes a passive transponder working mode and transmits fixed information. The active transponder is applied to a discontinuous point-type backup mobile blocking signal system.
The number of deployed transponders and the installation position directly affect the line safety, the operation efficiency and the project cost. Too much deployment will increase the cost of project equipment and installation deployment, too little deployment will affect safety, operation efficiency, and parking accuracy.
SUMMERY OF THE UTILITY MODEL
The utility model aims at providing a train accurate parking control's signal system based on transponder 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:
the utility model provides a signal system of accurate parking control of train based on transponder, includes ATC equipment, by-rail ATS equipment, by-rail CI equipment, the ATC equipment include on-vehicle ATC equipment and by-rail ATC equipment, on-vehicle ATC equipment include ATO module and ATP module, the ATP module be connected with by-rail ATC equipment, by-rail CI equipment, by-rail ATS equipment respectively, signal system still include the semaphore of leaving a stop, the transponder of stopping accurate, first transponder and the second of being close is close the transponder, the semaphore of leaving a stop and the parking point of design between be equipped with interval S2, the transponder of stopping accurate, first transponder and the second of being close the transponder arrange in proper order by the platform along locomotive to rear of a vehicle direction.
Preferably, the S2 is set to 5 to 7 meters.
Preferably, the parking transponder, the first proximity transponder and the second proximity transponder are arranged in pairs and are respectively arranged beside the platform rails corresponding to the head and the tail of the vehicle.
Preferably, the signal system further comprises a vehicle-mounted transponder, and the vehicle-mounted transponder comprises a transponder host and a transponder antenna.
Preferably, the distance between the parking transponder and the transponder antenna is L0, and the L0 is 1.3 m to 1.5 m
Preferably, the distance from the second proximity transponder to the transponder antenna is L1, where L1< ═ S2-1)/G%, where G% is the maximum positioning deviation rate when the train is running tight.
Preferably, the first proximity transponder-to-transponder antenna distance is L2 set to 3 times L1.
Preferably, the parking transponder, the first proximity transponder and the second proximity transponder of the vehicle rear are in line with the vehicle head deployment.
Preferably, if the stopping point distance outbound signal is less than S2, a pair of third transponders is additionally deployed between the stopping transponder and the second proximity transponder.
Preferably, the third transponder deployment position is intermediate the stopping transponder and the second proximity transponder and proximate the stopping transponders 1/4-1/5.
Compared with the prior art, the utility model has the advantages of it is following:
1) the utility model discloses consider that the train enters the station and can stop under the condition at the platform, ensure that the trackside transponder quantity of deploying under safety and the operation efficiency prerequisite is minimum, reduce the project cost.
2) The utility model discloses the other transponder quantity of rail of arrangement supports the full automatic operation of train, supports door and shield door linkage, can realize the automatic switch door.
3) The utility model discloses considered on-the-spot implementation environment, can adjust according to the installation environment in the certain limit, avoid because the design is revised to the installation reason.
4) The utility model discloses arrange that the technique support possessor drives and full-automatic unmanned route, successfully use in a plurality of urban rail transit signal systems such as beijing, shanghai, chengdu, wuhan, Shenzhen, the operation is respond well.
Drawings
FIG. 1 is a schematic view of an antenna installation position of a vehicle-mounted transponder;
FIG. 2 is a schematic view of the mounting position of the head transponder beside the platform rail;
FIG. 3 is a schematic view of the installation position of the head and tail transponders beside the platform rail;
fig. 4 is a schematic view of the mounting position of the head and tail transponders beside the platform rail when the distance between the parking spot and the outbound signal machine is short;
fig. 5 is a schematic view of the installation position of the tail transponder beside the platform rail in the turnout area.
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 signal system for controlling the accurate train stop based on the transponder specifically comprises the following components:
1. the accurate parking is an ATO parking in a communication-based train automatic control system (CBTC) automatic driving mode in a signal system.
2. The signal system comprises ATC equipment, ATS equipment, CI equipment, MSS equipment and DCS equipment; the ATC equipment comprises vehicle-mounted ATC equipment and trackside ATC equipment.
3. The system comprises vehicle-mounted ATC equipment, a speed sensor, a responder, a ground responder, a responder host, a responder antenna and a connecting cable, wherein the vehicle-mounted ATC equipment comprises a vehicle head and a vehicle tail, each set of vehicle-mounted ATC equipment is connected with the speed sensor at the corresponding end and a responder vehicle-mounted processing module, the speed sensor is installed on a train brake shaft, the responder comprises trackside equipment and vehicle-mounted equipment, and the trackside equipment is the ground responder and the vehicle-mounted equipment is the responder host, the responder antenna and the; each set of vehicle-mounted ATC comprises an automatic train driving ATO and an automatic train protection ATP module, wherein two ends of ATP are connected through a network, two ends of ATO are connected through the network, the ATO selects one end as a main use according to the comparison of the information health degrees of the two ends, wherein the ATO is responsible for automatic driving of the train, automatic door opening and closing and the like, and the ATP is responsible for driving safety, overspeed protection, door opening permission and the like; the vehicle interface is connected with a network through a hard wire, the safe input and output are realized through the hard wire, and the information interaction with the trackside ATC equipment, trackside CI equipment and trackside ATS equipment is realized through wireless communication.
4. In order to improve the train arrival speed, the station departure signal machine is designed to be accessible (namely, a distance is set to be a protection distance in the direction from the station departure signal machine to the interval direction).
5. The train speed sensor is arranged on a brake shaft, and the vehicle-mounted ATC has a certain deviation in the position of the train, namely positioning deviation, and the positioning deviation is related to the distance and deviation rate of the train passing through the transponder. The deviation rate is related to parameters such as a vehicle, a speed sensor, a signal and the like, the deviation rate adopts a worst-case value G%, the maximum deceleration exceeding the limitation of the train is continued for a certain time, the system judges the system to be slipping, and the system generates compactness.
6. The designed stopping point (the top end position of the train head) is S2 away from the outbound signal, the distance is too long, the driver is influenced to watch the signal, the number of the deployed platform transponders needs to be increased if the distance is too short, and the distance S2 between the stopping point and the outbound signal is generally set to be about 5 to 7 meters.
7. In order to ensure the accurate and stable stop of the ATO driving of the train, a pair of stop-aligning transponders (comprising a train head and a train tail), a pair of first proximity transponders (comprising the train head and the train tail) and a pair of second proximity transponders (comprising the train head and the train tail) are arranged beside a platform rail. The train is entered in an ATO mode, a transponder antenna mainly passes through 3 transponders arranged at a platform, wherein 2 transponders are mainly used for automatic operation of an ATO module, and 1 transponder is mainly used for aligning a shield door of the ATP module with a car door. The two transponders are respectively a first proximity transponder and a second proximity transponder; the method comprises the following steps that a first approaching transponder is read at the first time when a train head enters a station, and a second approaching transponder is read at the second time; the shield door and vehicle door alignment transponder for the ATP module is a stop-alignment transponder.
8. The placement of the deactivating transponders is considered in combination with several factors:
after passing through the stopping transponder, train positioning calibration is carried out, the positioning error generated by the running distance from the stopping transponder to a stopping point is smaller than the deviation (such as 0.5 meter) between a vehicle door and a shielding door, passengers can not be influenced to get on or off the train, and the positioning error generated by the running distance from the stopping transponder to the stopping point is related to the running distance and the positioning deviation rate generated during braking; the function influences the safe getting on and off of passengers, and is an ATP safety function, after the train is judged to be stopped, the train sends cutting traction and braking application commands to the train, after the train is successfully fed back, the signal vehicle-mounted equipment can send out an allowable vehicle door to be opened, and at the moment, the system can automatically or manually open the vehicle door and the shielding door according to a driving mode and a vehicle door mode.
9. The second proximity transponder arrangement is considered in combination with several factors:
the train can be positioned and calibrated through the second proximity transponder, and for the deviation existing in the previous ATO operation, the error is identified after passing through the transponder and is adjusted from the second proximity transponder to the stop-and-go transponder;
too short a second proximity transponder to stop transponder distance results in a small adjustment margin.
The second proximity transponder is too far from the stop transponder, and the train may pass through this distance with more positioning errors, such as red light of the outbound signal, and the train position and the maximum positioning error are not allowed to exceed the red light signal, which may result in the train not stopping to the stop.
The distance from the second approach transponder to the transponder antenna (when the train stops at the stopping point) is L1, the distance from the stopping point to the outbound signal machine is S2, the maximum positioning deviation rate G% when the train runs compactly is considered, the field installation error of the stopping point and the outbound signal machine is considered, the installation error of about 1 meter needs to be considered during design, and L1< ═ S2-1)/G% is considered.
10. The first proximity transponder arrangement is considered in combination with several factors:
11. the first proximity transponder to the second proximity transponder cannot be set too far apart, which may cause a large error in the ATO operation in this interval, and the subsequent operation cannot be adjusted. The first proximity transponder cannot be located too close to the second proximity transponder, which may result in increased costs. Meanwhile, factors such as train arrival speed, train operation interval and the like are considered.
The first proximity transponder-to-transponder antenna distance (when the train is stopped at a stop) is L2 set to 3 times L1 (second proximity transponder-to-interrogator antenna distance).
12. And aiming at the vehicle tail ATC vehicle-mounted equipment, the arrangement of the trackside transponder is consistent with that of the vehicle head.
13. For the second approaching transponder at the tail of the train, if the installation position is in the turnout area, in order to avoid that the positioning and the reverse position distance are short, the transponder information is wrongly read when the train passes by, the transponder needs to be deleted, and the transponders are respectively added to replace the transponders before and after the turnout. And the transponder is positioned or reversed at a certain distance after the switch point is positioned to the switch within the switch area, and the distance is related to the circuit related parameters and the ATC parameters. The added pre-bifurcation transponders are typically about 1 meter in front of the bifurcation, and the added post-bifurcation transponders are typically out of range distance and ensure that the 9 second-approach transponder deployment requirements described above are met.
14. Because of the field installation environment, the distance between the stop point and the signal machine is less than the distance S2, a pair of transponders (including a head and a tail) needs to be additionally arranged between the stop-alignment transponder and the second proximity transponder, so that the phenomenon that the train is not stopped at the stop point due to the fact that the red light of the signal machine and the maximum positioning error of the train exceed the signal machine is avoided. A transponder deployment position intermediate the parking transponder and the second proximity transponder and proximate to the parking transponders 1/4-1/5 positions.
15. The utility model discloses mainly indicate the train and get into the station and ensure that the ATO drives and can stop time, the other transponder of rail arranges the scheme, does not consider to leave the station based on point mode reserve condition train, acquires the active transponder of the semaphore that comes out of the station.
16. The utility model discloses only consider the one-way accurate condition that stops of platform, do not consider the reverse operation.
DETAILED DESCRIPTION OF EMBODIMENT (S) OF INVENTION
1) The mounting positions of the vehicle-mounted transponder antennas are between a first axle and a second axle of a vehicle head and between the first axle and the second axle of the vehicle tail, and the distance from the vehicle-mounted transponder antennas to the vehicle end is S1, generally 3-4 meters, as shown in figure 1.
2) Too long a distance between the stop point and the outbound signal will affect the drivers to look out at the signal, too close a distance will increase the number of transponder deployments on the platform, and the distance between the stop point and the outbound signal S2 is generally set to about 5 to 7 meters, as shown in fig. 2.
3) The train enters a station in an ATO mode, is installed on a head transponder antenna and receives trackside transponder information, the position of the train is accurately compared, an ATO module calculates errors according to calibration information and adjusts the errors in subsequent strokes, and an ATP module compares the positioning calibration information with the distance calculated by a speed sensor to eliminate the positioning errors.
4) After the train passes through the stopping transponder, train positioning calibration is carried out, the allowed positioning error from the stopping transponder to a stopping point is smaller than the deviation between a vehicle door and a shield door, so that passengers are not influenced to get on or off the train, the positioning error from the stopping transponder to the stopping point is related to the running distance and the positioning error rate generated during braking, and the positioning of the stopping transponder from an antenna of the transponder (when the train is at the stopping point) is L0, generally 1.3-1.5 meters, as shown in FIG. 2;
5) the distance between the head transponder 1 (the head second approach transponder) and the transponder antenna (when the train is at a stopping point) is L1, the distance is related to the distance S2 between the stopping point and the outbound signal machine and the maximum deviation rate G% when the train runs compactly, the field installation error of the stopping point and the outbound signal machine is considered, the installation error of about 1 meter needs to be considered during design, L1 is less than or equal to (S2-1)/G%, and a little margin space is considered, as shown in FIG. 2.
6) The distance between the head transponder 2 (head first approach transponder) and the transponder antenna (train at stopping point) is L2, and the length of L2 is about 3 times of L1. The factors of train arrival speed, train operation interval, transponder deployment quantity cost and the like are comprehensively considered, and the factors are shown in figure 2.
7) The distance of the trackside vehicle tail transponder 1, the trackside vehicle tail transponder 2 and the trackside vehicle tail stop transponder is consistent with the distance of the vehicle head. The distance between the car tail transponder and the car tail transponder antenna (train at stopping point) is L0, the distance between the car tail transponder 1 and the car tail transponder antenna (train at stopping point) is L1, and the distance between the car tail transponder 2 and the car tail transponder antenna (train at stopping point) is L2, as shown in FIG. 3.
8) When the stopping point distance signal is less than S2, a pair of transponders (including a head and a tail) is additionally deployed between the stopping transponder and the second proximity transponder, and the additional transponders are deployed between the stopping transponder and the second proximity transponder and near the stopping transponder 1/4-1/5. The method is characterized in that when the red light of the signal at the station is out of the station, the maximum positioning error of the train before reaching the stop point is not allowed to exceed the red light of the signal, otherwise, the ATP module outputs a tight command, the ATO module is used for avoiding the situation that the train cannot stop at the stop point and is not stopped enough, and in order to avoid the situation, the head and the tail of the train are required to be additionally provided with the responder, as shown in figure 4.
9) When the second approach transponder at the tail of the vehicle is positioned in the range of the turnout area, the transponders above the turnout positioning and the reversal are arranged too close, the transponder needs to be deleted, the transponders are added before and after the turnout and are replaced, the added transponders before the turnout are generally arranged about 1 m away from the turnout point, the arrangement of the transponders after the turnout generally meets the requirements, and the arrangement requirement of the second approach transponder is met when the second approach transponder is positioned outside the range of the turnout area. The switch area range is related to line parameters, ATC parameters and the like, and generally the parameters are about 25-28 meters from the switch point to the back of the switch, as shown in fig. 5.
By adopting the deployment scheme, the train stops at the platform accurately on the premise of ensuring safety and operation efficiency, the number of deployed trackside transponders is minimum, the project cost can be reduced, the scheme supports the driving of a holder and the full-automatic unmanned driving, and supports the linkage of a vehicle door and a shield door, so that the automatic door opening and closing can be realized. The scheme is successfully applied to a plurality of urban rail transit signal systems such as Beijing, Shanghai, Chengdu, Wuhan and Shenzhen, and the operation effect is good.
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 (7)
1. A signal system for accurate train parking control based on a transponder comprises ATC equipment, trackside ATS equipment and trackside CI equipment, wherein the ATC equipment comprises vehicle-mounted ATC equipment and trackside ATC equipment, the vehicle-mounted ATC equipment comprises an ATO module and an ATP module, and the ATP module is respectively connected with the trackside ATC equipment, the trackside CI equipment and the trackside ATS equipment;
the stopping transponder, the first proximity transponder and the second proximity transponder are arranged in pairs and are respectively arranged beside the platform rails corresponding to the head and the tail of the vehicle; the signal system also comprises a vehicle-mounted transponder, wherein the vehicle-mounted transponder comprises a transponder host and a transponder antenna; the parking transponder, the first proximity transponder and the second proximity transponder of the vehicle tail are in line with the vehicle head deployment.
2. The transponder-based signaling system for train accurate stop control according to claim 1, wherein said S2 is set to 5 m to 7 m.
3. The system of claim 1, wherein the distance between the parking transponder and the transponder antenna is L0, and the L0 is 1.3 m to 1.5 m.
4. The transponder-based signaling system for accurate train stop control according to claim 1, wherein said second proximity transponder is located at a distance L1 from the transponder antenna, wherein L1< ═ S2-1)/G%, where G% is the maximum positioning deviation rate when the train is moving tight.
5. The system of claim 4 wherein the first proximity transponder to transponder antenna distance is L2 set to 3 times L1.
6. The system according to claim 1, wherein a pair of third transponders is additionally disposed between said stopping transponder and said second proximity transponder if the stopping distance from said outbound signal is less than S2.
7. The transponder-based signaling system for accurate train stop control as claimed in claim 6, wherein said third transponder deployment position is intermediate between the stopping transponder and the second proximity transponder and proximate to the stopping transponder 1/4-1/5.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202020694627.2U CN213384277U (en) | 2020-04-29 | 2020-04-29 | Signal system for train accurate parking control based on transponder |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111391889A (en) * | 2020-04-29 | 2020-07-10 | 卡斯柯信号有限公司 | Signal system for train accurate parking control based on transponder |
| CN113085959A (en) * | 2021-06-10 | 2021-07-09 | 北京全路通信信号研究设计院集团有限公司 | Method and system for accurately parking magnetic-levitation train |
| CN115285186A (en) * | 2022-06-14 | 2022-11-04 | 卡斯柯信号有限公司 | Setting method and application of point type backup mode active responder |
-
2020
- 2020-04-29 CN CN202020694627.2U patent/CN213384277U/en active Active
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111391889A (en) * | 2020-04-29 | 2020-07-10 | 卡斯柯信号有限公司 | Signal system for train accurate parking control based on transponder |
| CN111391889B (en) * | 2020-04-29 | 2024-03-29 | 卡斯柯信号有限公司 | Signal system for accurate train stopping control based on transponder |
| CN113085959A (en) * | 2021-06-10 | 2021-07-09 | 北京全路通信信号研究设计院集团有限公司 | Method and system for accurately parking magnetic-levitation train |
| CN113085959B (en) * | 2021-06-10 | 2021-09-07 | 北京全路通信信号研究设计院集团有限公司 | Method and system for accurately parking magnetic-levitation train |
| CN115285186A (en) * | 2022-06-14 | 2022-11-04 | 卡斯柯信号有限公司 | Setting method and application of point type backup mode active responder |
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