WO2012155847A1

WO2012155847A1 - Ctcs-3-level train control center system

Info

Publication number: WO2012155847A1
Application number: PCT/CN2012/075582
Authority: WO
Inventors: 季学胜; 覃燕; 袁湘鄂; 唐抗尼; 李凯; 张季良; 李光东; 叶峰; 郭军强; 刘长波; 杨海涛; 赵文丽
Original assignee: 铁道部运输局; 北京全路通信信号研究设计院有限公司
Priority date: 2011-05-16
Filing date: 2012-05-16
Publication date: 2012-11-22
Also published as: CN102320316A; CN102320316B

Abstract

A CTCS (China Train Control System)-3-level train control center system comprises a train control center (101) and a rail circuit device (102). The train control center (101) is used for transmitting carrier frequency and low frequency coded commands to the rail circuit device (102), and receiving rail section state information and device state information returned by the rail circuit device (102). The train control center (101) is also used for transmitting coded information to the rail circuit device (102) according to route information provided by a computer based interlocking, the rail section state information and the device state information. The train control center (101) is further used for transmitting a temporary speed restriction command to the train through an active transponder according to the temporary speed restriction command transmitted by a temporary speed restriction server. The rail circuit device (102) is used for transmitting the movement authority information to the train according to the coded information. The CTCS-3-level train control center system is used for improving the safety and the reliability of a high-speed railway train operation control system, and reducing equipment cost and construction difficulty.

Description

CTCS-3 level control center system

Technical field

The present invention relates to rail transit technology and communications, and more particularly to a CTCS-3 level control center system. Background technique

With the construction of China Train Control System-3 (hereinafter referred to as CTCS-3) high-speed railway, the speed of high-speed EMUs has reached more than 350km/h, so the signal control system for high-speed trains is also Higher technical requirements were put forward, and the overspeed protection of the high-speed railway EMU was realized to ensure the safety of the EMU operation. The train control center is the core equipment in the ground control system. It needs to realize the occupation check of the track circuit, the code control of the track circuit, the transmission of the train route information, the transmission of the temporary speed limit information, and the control of the interval occlusion direction to ensure the CTCS- The 3-level train control system operates safely and reliably.

In the prior art, the wired control center of the 200km/h speed-increasing section only transmits the train route information and the temporary speed limit information, and only partially applies the transponder, and does not reach the complete application, and at the same time, the prior art The column control center does not have the track circuit code function. Summary of the invention

The invention provides a CTCS-3 level train control center system to improve the safety and reliability of the high speed railway train control system.

The invention provides a CTCS-3 level control center system, comprising:

a train control center TCC, configured to send a carrier frequency and a low frequency encoding command to the track circuit device, and receive the track segment state information and device state information returned by the track circuit device; according to the road information provided by the computer interlocking CBI Transmitting the track segment state information and the device state information to the track circuit device, and transmitting the temporary speed limit command to the train through the active transponder according to the temporary speed limit command sent by the temporary speed limit server TSRS;

a track circuit device, configured to transmit mobile authorization information to the train according to the encoded information.

The invention provides a CTCS-3 level control center system, and the TCC provides an access route according to CBI. Information, track segment status information and device status information provided by the track circuit device, coded transmission of the track circuit device in the control station and in the interval, transmitting mobile authorization information to the train, and passing the active response according to the temporary speed limit command sent by the TSRS The device sends a temporary speed limit command to the train. In this embodiment, the TCC realizes the trackless code of the track circuit by means of electronic coding, improves the reliability of the track circuit coding, and reduces the cost and construction difficulty of the equipment. BRIEF DESCRIPTION OF THE DRAWINGS The accompanying drawings, which are set forth in the description of the claims Other drawings may also be obtained from these drawings without the inventive labor.

1 is a schematic structural view of a first embodiment of a CTCS-3 level control center system according to the present invention; FIG. 2 is a schematic diagram showing a connection between a TCC and a track circuit device in the first embodiment of the CTCS-3 level control center system according to the present invention;

3 is a schematic diagram showing the principle of the interval blocking direction control in the first embodiment of the CTCS-3 level control center system of the present invention;

4 is a schematic diagram showing the principle of the interval signal driving in the first embodiment of the CTCS-3 level control center system of the present invention;

5 is a schematic diagram of the principle of the section signal electromechanical lamp in the first embodiment of the CTCS-3 level control center system of the present invention;

6 is a schematic diagram of a lateral starting approach in the first embodiment of the CTCS-3 level control center system of the present invention;

7 is a schematic diagram of driving permission conditions in the first embodiment of the CTCS-3 level control center system of the present invention;

Figure 8 is a schematic illustration of a temporary speed limit condition in the first embodiment of the CTCS-3 class train control center system of the present invention. detailed description

The technical solutions in the embodiments of the present invention are clearly and completely described in the following with reference to the accompanying drawings in the embodiments of the present invention. It is apparent that the described embodiments are a part of the embodiments of the invention, rather than all of the embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative efforts are within the scope of the present invention.

FIG. 1 is a schematic structural diagram of Embodiment 1 of a CTCS-3-level train control center system according to the present invention. As shown in FIG. 1 , this embodiment provides a CTCS-3-level train control center system, which may specifically include a train control center (Train). Control Center; hereinafter referred to as: TCC) 101 and track circuit device 102. The train control center TCC 101 is configured to transmit carrier frequency and low frequency encoding commands to the track circuit device, and receive track segment state information and device state information returned by the track circuit device. The train control center TCC 101 is configured to transmit the encoded information to the track circuit device based on the approach information provided by the computer interlock CBI and the track segment status information and the device status information. The train control center TCC 101 is used to send a temporary speed limit command to the train via the active transponder according to the temporary speed limit command sent by the temporary speed limit server TSRS. Track circuit device 102 is operative to transmit mobile authorization information to the train based on the encoded information.

Specifically, the TCC 101 communicates with the track circuit device through the track circuit communication interface unit to transmit carrier frequency and low frequency code commands to the track circuit device. 2 is a schematic diagram of the connection between the TCC and the track circuit device in the first embodiment of the CTCS-3 level control center system of the present invention. As shown in FIG. 2, the TCC dual-machine (the TCC I system and the TCC II system) respectively provide two independent The control area network (Control Area Network; hereinafter referred to as CAN) bus interface, namely CAN A and CAN B, communicates with the track circuit communication interface unit through CAN A and CAN B to transmit commands to the track circuit device. Among them, each CAN bus is provided with a terminating resistor at the TCC, and the TCC can communicate with the track circuit communication interface using the DB9-F type interface. The track circuit device acquires track segment state information and device state information according to the received carrier frequency and low frequency encoding commands, and returns track segment state information and device state information to the TCC, wherein the track segment state information is used to indicate each The state in which the track segment is occupied or idle.

Further, the TCC 101 is also used to receive a temporary speed limit server (Temporary Speed)

Restriction Server; hereinafter referred to as: TSRS) Temporary speed limit command, according to the temporary speed limit command, the temporary speed limit command is also sent to the train, and the temporary speed limit command can be returned to the train through the active transponder.

The embodiment provides a CTCS-3 level column control center system, and the TCC controls the station according to the route information provided by the CBI, the track segment state information provided by the track circuit device, and the device state information. And the coded transmission of the track circuit device in the interval, transmitting the mobile authorization information to the train, and transmitting the temporary speed limit command to the train through the active transponder according to the temporary speed limit command sent by the TSRS; in this embodiment, the TCC is electronically encoded. The track circuit has no contact coding, which improves the reliability of the track circuit coding and reduces the cost and construction difficulty of the equipment.

The present embodiment provides a CTCS-3 level control center system. The present embodiment may further include the original station CBI, the original station TCC, and the origin station TCC on the basis of the above-mentioned FIG. Among them, the original station CBI is used to send the departure request information and the departure lock status information to the original station TCC after the departure of the station, and control the outbound signal to change the running direction of the train according to the allowable departure command sent by the original station TCC. . The original station TCC is used to send the transmission to the original station TCC when the non-wired station under the jurisdiction of the original station is not aligned with the departure route, when the departure route is not within the jurisdiction of the original station, and the interval is idle. Direction change request. The original station TCC is also used to send an allow command to the original station CBI when the direction relay of the original station has been activated. The originating station TCC is used to send an allowable running direction change response to the original station TCC when the stations of the original station are idle and the corresponding direction relay has been actuated.

In this embodiment, the TCC implements the interaction between the stations by communication between the stations, as shown in the figure.

3 is a schematic diagram of the interval occlusion direction control principle in the first embodiment of the CTCS-3 level control center system of the present invention. In this embodiment, the station is assumed to be the original station, and the station B is the original station, and the interval is in an idle state. When the original station CBI conducts the departure route, that is, when the B station CBI handles the departure route, the station B CBI sends the departure request information and the departure lock status information to the station TCC.

After receiving the departure request information and the departure lock status information, the TCC checks the idle condition between the stations of the station B, which may include the section of the station without the wiring station. This step is to send the TCC to the station TCC after the station is idle, and the non-wired station under the jurisdiction of station B has not processed the access road, and confirmed that the departure route has not been handled within the jurisdiction of the station. Run the direction change request to request a change in the running direction.

If the station does not apply for the departure route, the terminal includes the receiving station of the non-distribution station, and after checking that the station is idle, the station TCC drives the direction relay of the corresponding direction port, and checks whether the direction relay is The action is in place. If the station TCC confirms that the direction relay has been actuated, the station TCC sends an allowable direction change response to the station TCC.

After receiving the change of the allowable running direction of the feedback from the station, the TCC drives the direction relay of the corresponding direction port and checks whether the direction relay has been actuated. When the station TCC is indeed After the station direction relay has been activated, send an allow command to the BBI. After receiving the permission to start the command, the CBI of the station B controls the outbound signal to change the running direction of the train according to the allowed command, that is, the control of the outbound signal is opened, so that the direction of the train in the interval is changed successfully.

The embodiment provides a CTCS-3 level control center system, which realizes the control of the interval occlusion direction according to the communication interaction between the stations, so that the running direction of the train is consistent with the occlusion direction of the interval, and the efficiency and reliability of the interval occlusion operation are improved. At the same time, the equipment cost is reduced.

Further, with continued reference to FIG. 3 above, the TCC 101 in this embodiment is also used for lighting control of the interval signal, respectively driving the yellow light relay, the red light relay, the green light relay, and the green yellow light relay, and lighting the interval signal machine. Yellow, red, green and green yellow lights. 4 is a schematic diagram of the principle of the interval signal machine driving set in the first embodiment of the CTCS-3 level control center system of the present invention, and FIG. 5 is the principle of the interval signal electromechanical lamp in the first embodiment of the CTCS-3 level column control center system of the present invention. Schematic diagram, as shown in Figure 4 and Figure 5, LKZ is the positive power supply terminal, LKF is the negative power supply terminal, and HJ, UJ, LJ, and LUJ located on the right side of the column control center are yellow light relay, red light relay, green light relay, and Green yellow light relay, HJ, UJ, LJ, LUJ located on the left side of the column control center are yellow light relay, red light relay, green light relay and green yellow light relay, respectively, DJ is filament relay. In this step, the TCC drives the HJ, UJ, LJ, and LUJ to respectively illuminate the yellow, red, green, and green lights in the interval signal, and generate drive control information. The drive control information here is Which of the HJ, UJ, LJ, and LUJ relays is driven by the TCC.

Further, the TCC 101 is further configured to respectively control the yellow light relay, the red light relay, the green light relay, and the green yellow light relay to respectively collect the yellow light, the red light, the green light, and the green yellow The status of the light, and get the status information. While the TCC 101 drives each of the driving relays, it also collects the status of each lamp through the set lighting relay, the yellow light relay, the red light relay, the green light relay, and the green yellow light, and acquires state information. The status information here is the lighting state or the unlighting state of each lamp to determine whether the driving operation of the TCC for each driving relay is successful.

Further, the TCC 101 is further configured to send an alarm signal to the monitoring device when the status collection information does not match the driving control information, and implement corresponding protection measures. When the state collection information does not match the driving control information, the matching between the state collection information and the driving control information herein is: When the TCC 101 drives the yellow driving relay, correspondingly Set When the yellow light is on, it indicates that the status information matches the drive control information, otherwise it does not match. When the state collection information does not match the drive control information, the filament of the corresponding lamp of the interval signal may be broken, and the TCC 101 sends an alarm signal to the monitoring device to perform corresponding security protection processing.

The embodiment provides a CTCS-3 level control center system, which controls the state of each lamp in the interval signal machine through the column control center, thereby improving the reliability of the device and reducing the equipment cost and the construction difficulty.

Further, referring to FIG. 3 above, the TCC 101 in this embodiment is further configured to control the outbound signal when a low speed limit constraint is set in the side line area, the departure area, or the first braking distance area. The active transponder sends a temporary rate limit message to the train, and the temporary rate limit message carries the minimum value of the temporary speed limit value in the low speed limit constraint, and the track code is downgraded. 6 is a schematic diagram of a lateral starting approach in the first embodiment of the CTCS-3 level control center system of the present invention, as shown in FIG. 6. When TCC 101 detects that there is a low speed limit constraint in the side line area, the departure area or L1 range, where the low speed limit constraint can be lower than 80km/h, the TCC 101 controls the outbound signal. The source transponder sends a temporary rate limit message to the train, and the temporary speed limit message may carry the minimum value of the temporary speed limit value in the low speed limit constraint, and the minimum value of the temporary speed limit value may be the above three The minimum value of the temporary speed limit value set by the area, the effective range of the temporary speed limit can be to the exit port, and the stock code is downgraded, that is, the UU code is sent by the track.

Further, the TCC 101 in this embodiment is further configured to not set a low speed limit constraint in the detection of the side line area, the departure area and the first braking distance area, and set the position in the third braking distance area. When the low speed limit constraint is described, the outbound signal active transponder is sent to the train to send the temporary speed limit message, and the temporary speed limit message carries the maximum value of the temporary speed limit value in the low speed limit constraint, and The stock code is not downgraded. When the TCC 101 detects that there is no low speed limit constraint in the side line area, the departure area and the L1 range, the low speed limit constraint here may be a speed limit lower than 80km/h, and is set in the L3 range. When the speed limit is lower than 80km/h, the TCC 101 controls the outbound signal active transponder to send the temporary speed limit message to the train, and the temporary speed limit message can carry the temporary in the low speed limit constraint. The maximum value of the speed limit value, the maximum value of the temporary speed limit value may be 80km/h, the effective range of the temporary speed limit may be to the exit port, and the stock track code is not degraded, that is, the stock code is not coded. Downgrade.

Further, the TCC 101 in this embodiment is also used when detecting a side line area and a departure area. And the second speed limit is not set in the second braking distance region, and when the high speed limit constraint is set, the outbound signal active transponder is controlled to send the temporary speed limit message to the train, the temporary speed limit message The minimum value of the temporary speed limit value corresponding to the departure zone and the second braking distance zone is carried, and the track code is not degraded. When TCC 101 detects that there is no low speed limit constraint in the side line area, the starting area and the L2 range, the low speed limit constraint here may be a speed limit lower than 80km/h, but with a high speed limit constraint. When the high speed limit constraint is higher than or equal to the speed limit of 80 km/h, the TCC 101 controls the outbound signal active transponder to send the temporary speed limit message to the train, and the temporary speed limit message can be Carrying the minimum value of the temporary speed limit value set in the departure zone and the L2 range. The effective range of the temporary speed limit can be reached at the exit port, and the track code is not downgraded, that is, the track code is not degraded.

Further, the TCC 101 in this embodiment is further configured to not set a temporary speed limit constraint when the side line area, the positive line throat area and the second braking distance area of the departure area are detected, and in the second Controlling the outbound signal active transponder to send a temporary limit to the train when a temporary speed limit constraint is set in the area outside the braking distance zone and the temporary speed limit of the outbound signal active transponder The fast message, the temporary speed limit message carries the maximum speed allowed by the departure zone, and the track code is not degraded. When the TCC 101 detects the sideline zone, the positive throat zone of the departure zone and the L2 range, there is no temporary speed limit constraint, but the zone outside the L2 range and the temporary limit of the outbound signal active transponder. The temporary speed limit constraint is set in the scope of the speed governing, and the TCC 101 controls the outbound signal active transponder to send the temporary speed limit message to the train, and the temporary speed limit message can carry the permission of the departure area. The maximum speed, the effective range of the temporary speed limit can go to the exit port, and the stock code is not downgraded, that is, the track code is not degraded.

Further, the TCC 101 in this embodiment is further configured to control the outbound signal active transponder to send the entire line unlimitedly when the temporary speed limit constraint is not set within the range that is detected by the outbound signal active transponder. The speed message, and the stock code is not downgraded.

It should be noted that the steps in this embodiment are in a parallel relationship, which is not a sequential relationship, and the speed limit constraint in the foregoing steps can be set by using a temporary speed limit server, and the TCC can be obtained through the temporary speed limit server. To each speed limit constraint.

The embodiment provides a CTCS-3 level control center system, which performs inter-port communication between the column control center and the temporary speed limit server, and sends a temporary to the train according to the received temporary speed limit command information and the near-way information provided by the CBI. Speed limit information and access parameters; this embodiment implements a complete station The processing logic of time-limited speed and signal degradation improves the efficiency of the speed limit in the station.

Further, with continued reference to FIG. 3 above, the TCC 101 in this embodiment is also used for a lateral approach including a large number switch in the approach of the vehicle, and the signal of the lateral signal is a preset locomotive signal, where The preset locomotive signal may be specifically a UUS signal, and the length of the road driving permission exceeds the braking distance check range, and the braking distance within the lateral approach range and the departing section is not set to d, and the large number of turns is laterally When the temporary speed limit constraint of the speed is allowed, the large number switch responder is controlled to send a large number switch packet to the train. The TCC 101 determines whether the current environment of the train meets the transmission condition of the large number switch message. Here, the signal of the lateral signal is the UUS signal, that is, the side receiving signal is open to the USS signal, and the length of the access permit exceeds the braking distance. The inspection range is not provided, and the temporary speed limit constraint smaller than the lateral allowable speed of the large number switch is not set in the braking distance in the lateral approach range and the departure section. FIG. 7 and FIG. 8 respectively show the CTCS-3 level column of the present invention. Schematic diagram of the driving permission conditions and temporary speed limit conditions in the first embodiment of the control center system. When the above conditions are met, the TCC 101 controls the large number switch responder to send a large number switch packet to the train, and after receiving the data packet, the train can perform the speed increase processing accordingly. However, after the TCC 101 has started to control the large number switch responder to send the large number switch packet, if it is detected that the current environment of the train does not have the above conditions, the TCC 101 should immediately stop controlling the big number switch responder to send the data packet to the CBI. The signal degrading command is sent to send the UU code to the proximity area. When the train is running in reverse, the TCC 101 does not send a large number switch packet.

Further, the TCC 101 in this embodiment is further configured to control the large number switch responder to send a TCC default data packet to the train when the communication with the CBI is broken. When the current environment of the train approach does not meet the transmission condition of the above-mentioned big number switch message, or the communication between the TCC 101 and the CBI is disconnected, the TCC 101 controls the big number switch responder to send the TCC default data packet to the train, that is, the transmission permission report is sent. Text, so that the train passes in the normal mode.

This embodiment provides a CTCS-3 level control center system, which realizes the transmission processing logic of the large code channel transponder message through the column control center, and improves the train running efficiency of the large number switch.

It should be noted that the above embodiments are only for explaining the technical solutions of the present invention, and are not intended to be limiting; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those skilled in the art that: The technical solutions described in the foregoing embodiments are modified, or some of the technical features are equivalently replaced. The modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

Claim

1. A CTCS-3 level control center system, characterized in that:

2. The system according to claim 1, further comprising:

The original station CBI is used to send the departure request information and the departure lock status information to the original station TCC after the departure of the vehicle, and control the outbound signal to change the running direction of the train according to the allowable departure command sent by the original station TCC;

The original station TCC is used for the unconnected station under the jurisdiction of the original station, and the departure station is not in the area under the jurisdiction of the original station, and when the interval is idle, it is sent to the original station TCC. a running direction change request; configured to send an allow start command to the original station CBI when the direction relay of the original station has been actuated;

The originating station TCC is configured to send an allowable running direction change response to the original station TCC when the stations of the originating station are idle and the corresponding direction relay has been actuated.

3. The system according to claim 1, wherein the TCC is further configured to separately control the interval signal, and generate driving control information for respectively for the yellow light relay, the red light relay, the green light relay, and the green yellow The lamp relay performs control, and collects the states of the yellow light, the red light, the green light, and the green yellow light respectively, and acquires state information; and is used to monitor when the state information does not match the driving control information. The system issues an alarm signal.

The system according to claim 1, wherein the TCC is further configured to set a low speed limit constraint in a first braking distance region where a side line area, a departure area or a departure section is detected. Controlling the outbound signal active transponder to send the temporary rate limit message to the train, wherein the temporary rate limit message carries the minimum value of the temporary speed limit value in the low speed limit constraint, and the track code Perform downgrade processing;

The TCC is further configured to: when the detection of the side line zone, the departure zone, and the first braking distance region, the low speed limit constraint is not set, and when the low speed limit constraint is set in the third braking distance zone, Control The outbound signal source active transponder sends a temporary rate limit message to the train, the temporary rate limit message carries the maximum value of the temporary speed limit value in the low speed limit constraint, and does not downgrade the track code The TCC is further configured to control the outbound signal to be active when no low speed limit constraint is set in the detection of the side line area, the departure area, and the second braking distance area, and the high speed limit constraint is set The transponder sends a temporary speed limit message to the train, where the temporary speed limit message carries the minimum value of the temporary speed limit value corresponding to the departure area and the second braking distance area, and the code of the track code Performing a non-degrading process; the TCC is further configured to not set a temporary speed limit constraint when the side line zone, the positive line throat zone and the second braking distance zone of the departure zone are detected, and the second brake is Controlling the outbound signal active transponder to send a temporary speed limit report to the train when a temporary speed limit constraint is set in the area outside the area and the temporary speed limit of the outbound signal active transponder The temporary rate limit message is carried in the message. Said departure area route the maximum allowed speed, and Track code not downgraded;

The TCC is also used to control the outbound signal active transponder to send a full line of infinite speed message to the train when the temporary speed limit constraint is not set within the range of the detection of the outbound signal active transponder, and the stock is sent to the train. The code is not downgraded.

5. The system according to claim 1, wherein the TCC is further used for a lateral approach including a large number switch when the starting approach is made, and the signal of the lateral signal is a preset locomotive signal. When the length of the road permit exceeds the braking distance check range, and the temporary speed limit less than the lateral allowable speed of the large number switch is not set within the braking range of the lateral approach and the departure zone, the large number switch is controlled. The device transmits a large number switch packet to the train; and when the communication with the CBI is disconnected, the large number switch responder is controlled to send the TCC default data packet to the train.