CN215987016U - Urban rail vehicle-mounted signal control system - Google Patents
Urban rail vehicle-mounted signal control system Download PDFInfo
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- CN215987016U CN215987016U CN202122020984.8U CN202122020984U CN215987016U CN 215987016 U CN215987016 U CN 215987016U CN 202122020984 U CN202122020984 U CN 202122020984U CN 215987016 U CN215987016 U CN 215987016U
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Abstract
The utility model provides a vehicle-mounted signal control system for an urban rail, which comprises: the system comprises an ATP/ATO host installed on a train chassis, an input host, an output host, a BTM host, a speed sensor, an accelerometer and a transponder antenna, and a driver controller display screen and a driver operating console installed on a train carriage. According to the utility model, aiming at the scenes of carriage separation, independent operation of a single vehicle and flexible marshalling, all core equipment are installed on the chassis under the vehicle, and the automatic driving of the chassis is realized by matching with a vehicle circuit after the carriage separation.
Description
Technical Field
The utility model relates to the technical field of rail transit control, in particular to an urban rail vehicle-mounted signal control system.
Background
In the urban track signal system, VOBC (vehicle on-board controller) system is widely used. Due to the fact that a train runs in two forward and reverse directions, a set of VOBC system is generally arranged at the head and the tail of a carriage, head-to-tail communication is achieved by adding a repeater and a through cable in the middle, and a set of circuit is built for the VOBC system at the head and the tail to achieve vehicle control.
In practical applications, there are many disadvantages to the application scenario of single or small grouping:
1) the single-marshalling or small-marshalling vehicle has limited installation space, and the head set and the tail set of VOBC equipment often have no installation positions;
2) the vehicle needs to design a set of circuits at the head and the tail respectively, so that the space waste and the cost increase are caused, and a plurality of relays are needed, so that the system cost is increased;
3) two sets of circuits and equipment are respectively arranged, so that the complexity of the system is increased, and the maintenance cost is increased.
Therefore, a new train signal control system needs to be proposed to overcome the above problems.
SUMMERY OF THE UTILITY MODEL
The utility model provides a vehicle-mounted signal control system for an urban rail, which is used for solving the problems in the prior art.
The utility model provides a vehicle-mounted signal control system for an urban rail, which comprises:
the automatic protection system ATP/automatic train driving system ATO host computer, input host computer, output host computer, transponder transmission unit BTM host computer, velocity transducer, accelerometer and transponder antenna installed on the train chassis;
the ATP/ATO host is respectively connected with the input host and the output host and is used for controlling the automatic driving of the train;
the input host is respectively connected with the BTM host, the speed sensor, the accelerometer and the ATP/ATO host and is used for receiving an input signal and transmitting the input signal to the ATP/ATO host;
the output host is connected with the ATP/ATO host and is used for receiving the processing signal output by the ATP/ATO host;
the BTM host is respectively connected with the transponder antenna and the input host, and is used for receiving the wireless response signal transmitted by the transponder antenna and transmitting the wireless signal to the input host;
the speed sensor is connected with the input host and used for acquiring a train speed value and transmitting the train speed value to the input host;
the accelerometer is connected with the input host and used for acquiring a train acceleration value and transmitting the train acceleration value to the input host;
the transponder antenna is connected with the BTM host and used for receiving the wireless response signal and transmitting the wireless response signal to the BTM host.
In one embodiment, the ATP/ATO host, the input host, the output host, and the BTM host are all mounted to a bottom electrical box in the middle of the train chassis.
In one embodiment, further comprising: the driver controller display screen and the driver operating console are arranged on the train carriage;
the driver controller display screen is connected with the input host and is used for displaying signal state and train state information;
the driver console is connected with the input host machine and used for inputting operation instructions by operators.
In one embodiment, each train chassis includes two transponder antennas and two speed sensors;
the two transponder antennas are respectively arranged at two ends of each train chassis and used for respectively receiving the wireless response signals of the train in two running directions;
the two transponder antennas are respectively arranged at two ends of each train chassis and used for respectively receiving the train speed values of the two running directions of the train.
In one embodiment, each train car comprises two driver display screens and two driver consoles;
the two driver controller display screens are respectively arranged at two ends of each train carriage and are used for respectively displaying signal states and train state information of two running directions of the train;
the two driver operation platforms are respectively arranged at two ends of each train carriage and used for inputting operation instructions in two running directions of the train.
In one embodiment, the train chassis and the train cars are connected by a train electrical principle interface;
and the vehicle electrical principle interface is connected with the input host and the output host and is used for interaction of train control signals.
In one embodiment, the ATP/ATO host comprises a two-by-two-out-of-two computer interlock system, and the two-by-two-out-of-two computer interlock system is used for realizing input and output of a main/standby signal.
According to the urban rail vehicle-mounted signal control system, all core equipment are installed on the vehicle chassis aiming at the scenes of carriage separation, autonomous operation of a single vehicle and flexible marshalling, and the automatic driving of the chassis is realized by matching with a vehicle circuit after the carriage separation.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
FIG. 1 is a diagram illustrating an overall structure of a signal control system according to the present invention;
fig. 2 is a connection topology diagram of modules provided by the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element. The terms "upper", "lower", and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience in describing the present invention and simplifying the description, but do not indicate or imply that the referred devices or elements must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention. Unless expressly stated or limited otherwise, the terms "mounted," "connected," and "connected" are intended to be inclusive and mean, for example, that they may be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
Aiming at various defects existing in the vehicle-mounted topology design of the existing urban rail signal system, the utility model provides a novel urban rail vehicle-mounted signal control system, and fig. 1 is an overall structure diagram of the signal control system provided by the utility model, as shown in fig. 1, the signal control system comprises:
the automatic protection system ATP/automatic train driving system ATO host computer, input host computer, output host computer, transponder transmission unit BTM host computer, velocity transducer, accelerometer and transponder antenna installed on the train chassis;
the ATP/ATO host is respectively connected with the input host and the output host and is used for controlling the automatic driving of the train;
the input host is respectively connected with the BTM host, the speed sensor, the accelerometer and the ATP/ATO host and is used for receiving an input signal and transmitting the input signal to the ATP/ATO host;
the output host is connected with the ATP/ATO host and is used for receiving the processing signal output by the ATP/ATO host;
the BTM host is respectively connected with the transponder antenna and the input host, and is used for receiving the wireless response signal transmitted by the transponder antenna and transmitting the wireless signal to the input host;
the speed sensor is connected with the input host and used for acquiring a train speed value and transmitting the train speed value to the input host;
the accelerometer is connected with the input host and used for acquiring a train acceleration value and transmitting the train acceleration value to the input host;
the transponder antenna is connected with the BTM host and used for receiving the wireless response signal and transmitting the wireless response signal to the BTM host.
Specifically, in the chassis of the lower half of the Train in fig. 1, the vehicle-mounted device of the urban rail signal system mainly includes an ATP (Automatic Train Protection)/ATO (Automatic Train Operation) host, an input host, an output host, a BTM (transponder Transmission unit) host, a speed sensor, an accelerometer, a transponder antenna, and the like, so as to control the Automatic driving of the Train. Here, to adapt to the application scenario of single marshalling and car separation, a VOBC is designed to control the topology of the signal system of the whole train.
The vehicle bottom electric box is arranged in the middle of the chassis, and the core processing part of the mounting system comprises an ATP/ATO host, an input host, an output host and a BTM host.
The ATP/ATO host is respectively connected with the input host and the output host to control the automatic driving of the train, and the input host is respectively connected with the BTM host, the speed sensor, the accelerometer and the ATP/ATO host and used for receiving input signals and transmitting the input signals to the ATP/ATO host; the output host is connected with the ATP/ATO host and receives the processing signal output by the ATP/ATO host; the BTM host is respectively connected with the transponder antenna and the input host, and transmits a wireless signal to the input host after receiving a wireless response signal transmitted by the transponder antenna; the speed sensor is connected with an input host, and transmits the train speed value to the input host after acquiring the train speed value; the accelerometer is connected with the input host, acquires a train acceleration value and transmits the train acceleration value to the input host; the transponder antenna is connected with the BTM host and used for receiving the wireless response signal and transmitting the wireless response signal to the BTM host.
According to the utility model, all core equipment is installed on the chassis under the vehicle, and the chassis is matched with a vehicle circuit after the carriage is separated, so that the chassis is controlled to realize automatic driving.
Based on the above embodiment, the urban rail vehicle-mounted signal control system further includes:
the driver controller display screen and the driver operating console are arranged on the train carriage;
the driver controller display screen is connected with the input host and is used for displaying signal state and train state information;
the driver console is connected with the input host machine and used for inputting operation instructions by operators.
Specifically, as shown in fig. 1, a driver controller display screen and a driver operating platform are arranged in the rated compartment of the upper half part of the train.
The information interaction between the operator and the control system is realized by only reserving a driver controller display screen for displaying signal state and train state information and a driver operating platform for the operator (such as a driver) to input an operating instruction in the carriage, so that the current state of the train can be conveniently mastered in real time.
The carriage and the chassis are separately arranged, and the control system and the operating system are independently arranged, so that the independent operation is facilitated when the chassis is separated.
Based on any of the above embodiments, each train chassis comprises two transponder antennas and two speed sensors;
the two transponder antennas are respectively arranged at two ends of each train chassis and used for respectively receiving the wireless response signals of the train in two running directions;
the two transponder antennas are respectively arranged at two ends of each train chassis and used for respectively receiving the train speed values of the two running directions of the train.
Specifically, as shown in fig. 1, compared with the existing control system, the utility model respectively arranges a transponder antenna and a speed sensor at two ends of each train chassis, namely, positions relative to the head and the tail of a carriage;
it should be noted that, the utility model adopts a set of speed sensor and accelerometer to cooperate with the access input host computer, calculates the train position through the speed value of the train and the acceleration value of the train collected together, introduce the train activation end here newly, combine locating information and phase angle to realize that only one set of collection equipment meets the monitoring of the location and the parking anti-sliding in the running process of the train in two directions.
Compared with the existing control system, the utility model also simplifies the circuit design of the vehicle, controls the automatic driving of the train by matching a set of VOBC equipment with the vehicle circuit, and specifically comprises the following scenes:
1) the utility model utilizes the equivalent principle of the signal line level state of a train passing through, and only installs a relay, an input host and an output host at one end for acquisition, so that the relay and the circuit are respectively saved by half;
2) for the state signals of the train activation end, the head signal and the tail signal are acquired through only one input host, so that equipment deployment is reduced;
3) only one end is needed to be arranged for train door opening and closing instruction control, and the door opening and closing in the head and tail directions can be automatically switched and controlled by software through fixing the left side and the right side of a vehicle and matching with a train activating end.
The utility model realizes the acquisition of the speed and the response signal of the train in two running directions by respectively arranging the transponder antenna and the speed sensor at the head end and the tail end, and only one set of other processing modules is needed, thereby saving the hardware deployment cost and avoiding the problems of excessive circuit and relay faults.
Based on any one of the above embodiments, each train carriage comprises two driver controller display screens and two driver operation platforms;
the two driver controller display screens are respectively arranged at two ends of each train carriage and are used for respectively displaying signal states and train state information of two running directions of the train;
the two driver operation platforms are respectively arranged at two ends of each train carriage and used for inputting operation instructions in two running directions of the train.
Particularly, transponder antennas and speed sensors are respectively arranged in the head direction and the tail direction corresponding to the train chassis, and a driver controller display screen and a driver operating platform are also respectively arranged in the head direction and the tail direction in a train carriage.
The two driver controller display screens and the two driver operation platforms are respectively connected with the input host machine and are used for displaying the state of the train in real time and operating the train by operators.
The utility model realizes the control of trains at two ends through a single VOBC device, so that the number of devices installed on the vehicle is reduced by half, and as the number of electrified devices of the vehicle is more and more, the utility model has the following advantages: the utility model reduces the volume of the equipment, needs less installation space provided by the vehicle and has better adaptability.
Based on any one of the above embodiments, the train chassis and the train carriage are connected through a vehicle electrical principle interface;
and the vehicle electrical principle interface is connected with the input host and the output host and is used for interaction of train control signals.
Optionally, when the separation of the carriage and the chassis is realized, the carriage and the chassis are butted through a vehicle electrical principle interface, so that the physical connection of the carriage and the chassis is realized on one hand, and the signal interaction is realized through the vehicle electrical principle interface on the other hand.
The utility model realizes automatic driving of the chassis after separating the carriage, and is provided with train-ground communication and train control after separating the carriage, thereby reducing the space required by equipment installation and improving the adaptability
Based on any one of the above embodiments, the ATP/ATO host includes a two-by-two-out-of-two computer interlock system, and the two-by-two-out-of-two computer interlock system is used for realizing input and output of the main and standby signals.
Specifically, the utility model realizes two-by-two-out-of-two through one set of VOBC equipment, an A/B two-series processor is configured on an ATP/ATO host, each series is provided with two independent operation units, two-out-of-two is realized through comparison of operation results of two subsystems, two-by-two is realized through A/B two-series redundancy backup, the two-by-two-out-of-two is more reliable and safer compared with the two-by-two realization at the head and the tail, and the existing two-by-two-out-of-two has a repeater and a through line possibly to be damaged.
In the aspect of improving the safety of the system, the utility model adopts a design of taking two by two to obtain two safety, the safety level reaches SIL4, and the stable operation of the system is ensured.
Based on any of the above embodiments, the present invention adopts different connection modes in connection of modules, as shown in fig. 2, including four connection modes: ethernet, radio frequency line, analog and hard wire.
Wherein, Ethernet connection is adopted between a display screen of a driver controller in a carriage and an input host, between an ATP/ATO host and an output host, between the output host and a vehicle electrical principle interface, between the ATP/ATO host and a TCMS (Train Control and Management System), and between the TCMS and a wireless network;
only the transponder antenna is connected with the BTM host machine through a radio frequency line;
hard-wire connection is adopted between the driver operating console and the input host, between the BTM host and the input host, and between the input host and the vehicle electrical principle interface;
and analog quantity is adopted for transmission between the input host and the speed sensor and between the input host and the accelerometer.
Compared with the existing signal control system, the utility model reduces the adopted equipment by half, simplifies the electrical principle, reduces the manufacturing cost, and has the advantages of easier equipment installation, capability of adapting to the installation of single marshalling and small marshalling and capability of being suitable for the control of chassis separation vehicles because the required installation space is reduced due to the reduction of system equipment.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present 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 solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (7)
1. The utility model provides an on-vehicle signal control system of urban rail which characterized in that includes: the automatic protection system ATP/automatic train driving system ATO host computer, input host computer, output host computer, transponder transmission unit BTM host computer, velocity transducer, accelerometer and transponder antenna installed on the train chassis;
the ATP/ATO host is respectively connected with the input host and the output host and is used for controlling the automatic driving of the train;
the input host is respectively connected with the BTM host, the speed sensor, the accelerometer and the ATP/ATO host and is used for receiving an input signal and transmitting the input signal to the ATP/ATO host;
the output host is connected with the ATP/ATO host and is used for receiving the processing signal output by the ATP/ATO host;
the BTM host is respectively connected with the transponder antenna and the input host, and is used for receiving the wireless response signal transmitted by the transponder antenna and transmitting the wireless signal to the input host;
the speed sensor is connected with the input host and used for acquiring a train speed value and transmitting the train speed value to the input host;
the accelerometer is connected with the input host and used for acquiring a train acceleration value and transmitting the train acceleration value to the input host;
the transponder antenna is connected with the BTM host and used for receiving the wireless response signal and transmitting the wireless response signal to the BTM host.
2. The on-board signal control system for urban rail according to claim 1, wherein the ATP/ATO host, the input host, the output host and the BTM host are all installed in a vehicle bottom electrical box in the middle of the train chassis.
3. The urban rail vehicle-mounted signal control system according to claim 1, further comprising: the driver controller display screen and the driver operating console are arranged on the train carriage;
the driver controller display screen is connected with the input host and is used for displaying signal state and train state information;
the driver console is connected with the input host machine and used for inputting operation instructions by operators.
4. The urban rail vehicle-mounted signal control system according to claim 1, wherein each train chassis comprises two transponder antennas and two speed sensors;
the two transponder antennas are respectively arranged at two ends of each train chassis and used for respectively receiving the wireless response signals of the train in two running directions;
the two transponder antennas are respectively arranged at two ends of each train chassis and used for respectively receiving the train speed values of the two running directions of the train.
5. The urban rail vehicle-mounted signal control system according to claim 2, wherein each train carriage comprises two driver display screens and two driver operation consoles;
the two driver controller display screens are respectively arranged at two ends of each train carriage and are used for respectively displaying signal states and train state information of two running directions of the train;
the two driver operation platforms are respectively arranged at two ends of each train carriage and used for inputting operation instructions in two running directions of the train.
6. The urban rail vehicle-mounted signal control system according to claim 2, wherein the train chassis and the train carriages are connected by a vehicle electrical principle interface;
and the vehicle electrical principle interface is connected with the input host and the output host and is used for interaction of train control signals.
7. The on-board signal control system for urban railways according to any one of claims 1 to 6, wherein the ATP/ATO host comprises a two-by-two-out-of-two computer interlock system for realizing input and output of the main and standby signals.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202122020984.8U CN215987016U (en) | 2021-08-25 | 2021-08-25 | Urban rail vehicle-mounted signal control system |
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| CN202122020984.8U CN215987016U (en) | 2021-08-25 | 2021-08-25 | Urban rail vehicle-mounted signal control system |
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Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114701541A (en) * | 2022-03-29 | 2022-07-05 | 交控科技股份有限公司 | Railway vehicle occupation circuit, method and vehicle |
| CN114834500A (en) * | 2022-04-27 | 2022-08-02 | 交控科技股份有限公司 | Signal system cutting circuit and cutting method for carriage chassis separation |
| CN115303247A (en) * | 2022-07-26 | 2022-11-08 | 交控科技股份有限公司 | Train braking control system and method for rail train with separable train body |
| CN115782967A (en) * | 2023-01-29 | 2023-03-14 | 北京全路通信信号研究设计院集团有限公司 | Method for controlling two ends of train by single set of vehicle-mounted equipment and vehicle-mounted equipment |
| CN115303247B (en) * | 2022-07-26 | 2024-05-10 | 交控科技股份有限公司 | Brake control system and method for train body separable rail train |
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2021
- 2021-08-25 CN CN202122020984.8U patent/CN215987016U/en active Active
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114701541A (en) * | 2022-03-29 | 2022-07-05 | 交控科技股份有限公司 | Railway vehicle occupation circuit, method and vehicle |
| CN114701541B (en) * | 2022-03-29 | 2024-04-26 | 交控科技股份有限公司 | Rail vehicle occupation circuit, method and vehicle |
| CN114834500A (en) * | 2022-04-27 | 2022-08-02 | 交控科技股份有限公司 | Signal system cutting circuit and cutting method for carriage chassis separation |
| CN114834500B (en) * | 2022-04-27 | 2024-04-26 | 交控科技股份有限公司 | Signal system cutting circuit and cutting method for carriage chassis separation |
| CN115303247A (en) * | 2022-07-26 | 2022-11-08 | 交控科技股份有限公司 | Train braking control system and method for rail train with separable train body |
| CN115303247B (en) * | 2022-07-26 | 2024-05-10 | 交控科技股份有限公司 | Brake control system and method for train body separable rail train |
| CN115782967A (en) * | 2023-01-29 | 2023-03-14 | 北京全路通信信号研究设计院集团有限公司 | Method for controlling two ends of train by single set of vehicle-mounted equipment and vehicle-mounted equipment |
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