WO2019052416A1 - 一种智能轨道交通系统 - Google Patents

一种智能轨道交通系统 Download PDF

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Publication number
WO2019052416A1
WO2019052416A1 PCT/CN2018/104783 CN2018104783W WO2019052416A1 WO 2019052416 A1 WO2019052416 A1 WO 2019052416A1 CN 2018104783 W CN2018104783 W CN 2018104783W WO 2019052416 A1 WO2019052416 A1 WO 2019052416A1
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section
vehicle
standard
line
speed
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PCT/CN2018/104783
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English (en)
French (fr)
Inventor
梅寒刚
韩凤梅
梅正阳
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杭州久智自动化技术有限公司
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Publication of WO2019052416A1 publication Critical patent/WO2019052416A1/zh

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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/04Automatic systems, e.g. controlled by train; Change-over to manual control

Definitions

  • the invention belongs to the field of rail transit and relates to a rail transit system.
  • the existing rail transit system such as the subway system, constructs subway tunnels in the underground of the city, lays subway tracks, and the subway runs on the track. It is a kind of transportation mode that can provide pedestrians from the starting point to the destination conveniently.
  • the operation control method of the traditional railway is followed.
  • the urban transportation network has designed an elevated system, and each of the elevated structures is connected to form a city elevated road network system, providing a faster route to the vehicle by controlling the speed limit of the elevated road surface and the traffic signal light of the upper ramp, or Selectively close control strategies such as upper or lower ramps when traffic is congested.
  • the existing technical defects of the traffic network low degree of intelligence and low traffic efficiency.
  • the present invention provides an intelligent rail transit system with higher intelligence and higher traffic efficiency.
  • An intelligent rail transit system comprising a standard running vehicle, an online preparation system, an uplink acceleration section, a traveling section, a lower line deceleration section, an offline post-processing system, and a central centralized dispatch control system; the online preparation system and the uplink acceleration section
  • the entrance of the upper line acceleration section is connected to the traveling section, the traveling section is connected to the lower line deceleration section, and the lower line deceleration section is connected to the offline post-processing system
  • the standard running vehicle is a running basic unit.
  • each of the standard running vehicles is a controlled object unit, and the central centralized dispatching control system can monitor the operation of each standard running vehicle including position and speed. State information, and through the coordination and command to achieve the standard operation of the vehicle's acceleration, transition, travel and deceleration to achieve orbital operation.
  • the standard running vehicle includes a standard truck and a standard passenger vehicle, and the standard truck is used for fixing and transporting various qualified vehicles and accompanying personnel, and the standard passenger vehicle is dedicated to carrying a vehicleless person. .
  • the system also includes a speed transition section in which the previous travel section is connected to the next travel section by a speed transition section when the predetermined speeds of the two travel sections that are adjacent to each other are different. Multiple different speeds may exist in one system at the same time.
  • the system further includes a transition section including a split rail transition section and a parallel rail transition section, the split rail transition section being provided with an inlet and two or more outlets, the divided rail transition section
  • the inlet is connected to the traveling section, the speed transition section or the upper line acceleration section, and the outlet of the branching rail section is connected to the traveling section, the speed transition section or the lower line deceleration section
  • the parallel rail transition section is provided with two or more inlets and An outlet, the inlet of the baffle transfer section is connected to the travel section, the speed transition section or the upper line acceleration section, and the outlet of the bounce rail section is connected to the travel section, the speed transition section or the lower line deceleration section.
  • the standard running vehicle enters a predetermined orbit according to the command action of the central centralized dispatch control system.
  • the transition section if a monorail form is adopted, the transition section preferably adopts a horizontal switch; if a double rail is used, the transition section preferably adopts a vertical switch.
  • the online preparation system is used for identifying the person and the vehicle to be online and reliably combined with the standard running vehicle, security inspection, destination selection and charging; and the ready-to-read standard vehicle is put into the line according to the centralized scheduling instruction. Acceleration section entrance.
  • the upper line acceleration section is configured to accelerate a standard running vehicle from a low speed or a stationary state of the inlet to a speed of the traveling section connected to the outlet and feed the standard running vehicle into the traveling section at a specified time point of the centralized scheduling. If the system includes a transition section, the standard running vehicle can also be fed into the transition section.
  • the traveling segment includes a straight track and a curved road; and is used for real-time monitoring of various states of the online standard running vehicle and real-time control adjustment of each state to realize safe and stable operation of the vehicle, the states including the basic vehicle Information, speed, acceleration, position, and distance between front and rear.
  • the traveling segment is a fixed speed running segment, and the running speed of the connecting end of the upper line acceleration segment and the lower line deceleration segment and the fixed speed running segment is consistent with the control speed of the corresponding point of the fixed speed running segment.
  • the constant speed means that the standard running vehicle passes through the control nodes of the running segment at a predetermined speed according to a predetermined time range.
  • the travel speed curve of each standard car in a certain section is determined in advance before entering the section.
  • the fixed speed operation is a preferred implementation, and if necessary, it can also be an indeterminate operation mode.
  • the downline deceleration section is used for smoothly decelerating the standard running vehicle from the high speed state of the inlet to a low speed or even a stationary state.
  • an energy recovery system is installed to recover part of the kinetic energy and potential energy of the standard running vehicle for system operation and energy saving. If the system includes a speed transition section, an energy recovery system can also be installed at the speed transition section of the deceleration.
  • the offline post-processing system is configured to fix and unlock the standard running vehicle fed from the lower-line deceleration section, guide the vehicle and the personnel to leave safely, and send the recovered standard running vehicle to the standard garage or go online according to the dispatching instruction. system.
  • Each segment has a segment controller to monitor the various states of this segment, monitor and communicate the status of the standard vehicle operating in this segment, and perform various tasks according to the instructions of the central centralized dispatch control system to ensure that the standard vehicles are centralized according to the central The unified scheduling of the dispatch control system runs safely.
  • the central centralized dispatch control system is the brain of the system, which fully controls the unified and coordinated operation of the system. All the segments are connected to the central centralized dispatch control system through the dedicated network. The standard running vehicle realizes centralized central dispatching through the segment at that time. Control system connection.
  • Energy saving and environmental protection power adopting electric power, greatly reducing urban automobile exhaust pollution, rail transportation is more energy-saving than existing automobile transportation, energy utilization is greatly improved, and social benefits are obvious. Energy recovery can further reduce energy consumption.
  • Point-to-point direct transportation is faster than other existing modes of transportation, and traffic time is more controllable.
  • Figure 1 is a schematic diagram of a unit of an intelligent rail transit system.
  • FIG 2 is an example diagram of an intelligent rail transit system.
  • an intelligent rail transit system includes an on-line preparation system 1, an on-line acceleration section 2, a travel section 3, a lower-line deceleration section 4, an offline after-treatment system 5, a standard running vehicle, and a central centralized dispatch control system. 6;
  • the standard running vehicle is a running basic unit. When operating, the transportation vehicle is fixed on the standard running vehicle.
  • the standard running vehicle is a basic controlled unit, and the central centralized dispatching control system 6 can monitor each standard running.
  • the vehicle is in a running state, and realizes the orbital operation by controlling the acceleration, the transition, the traveling, and the deceleration of the standard running vehicle by coordination and instruction; in addition, through the online preparation system 1, the system 1 is prepared on each line, and the standby can be continuously provided.
  • the standard running vehicle; the standard running vehicle released by the offline post-processing system 5 realizes centralized management, for example, by circulating the track to the adjacent on-line preparation system 1 for standby; or by its own transportation system to the designated other online preparation system 1, and then Or run to a standard car garage for storage or maintenance.
  • the traffic system operates at a predetermined speed, and the travel speed curve of each standard vehicle in a certain section is determined in advance before entering the section.
  • the online preparation system 1 is configured to identify a person and a vehicle that is going online, and reliably combine with a standard running vehicle, various safety inspections, destination selection, and the like.
  • the system also includes auxiliary functions such as pre-online prompting, identification and charging.
  • the traffic vehicle needs to enter and stay in the designated area according to the guidance, and the driver of the vehicle sets the destination through the electronic map.
  • the on-line system identifies the vehicle and combines the required traffic vehicles with the standard vehicle with a dedicated fixture.
  • the preferred solution is to fix the wheel (when there is no car to transport only: the traffic personnel enter the passenger standard car and set the destination), go online
  • the system sends the ready-to-read standard vehicle to the entry acceleration section entrance according to the centralized dispatching instruction.
  • the upper line acceleration section is configured to accelerate the standard running vehicle from the state of the inlet to the speed of the traveling section connected to the outlet and feed the standard running vehicle into the traveling section at a specified time point of the centralized scheduling. If the system includes a transition section, the standard running vehicle can also be fed into the transition section.
  • the acceleration mode may be: using the standard vehicle itself to complete the acceleration; or the motor drives the traction chain, the traction chain accelerates the standard running vehicle to complete the acceleration; or the motor-driven traction cable, the traction cable accelerates the standard running vehicle to complete the acceleration; or The booster motor directly pushes the standard running vehicle to complete the acceleration; or it uses other technologies such as electromagnetic ejection to complete the acceleration of the standard running vehicle.
  • the system further includes a transition section including a split rail transition section and a parallel rail transition section, the inlet of the split rail transition section being connected to the travel section, the speed transition section or the upper line acceleration section, and the branch rail transition section
  • the outlet is connected to the traveling section, the speed transition section or the lower speed deceleration section
  • the parallel railing section is provided with two or more inlets and an outlet, and the inlet of the parallel railing section connects the traveling section, the speed transition section or the upper line acceleration
  • the outlet of the bounce track segment is connected to the travel segment, the speed transition segment or the downline deceleration segment.
  • the traveling section is a main traffic track, including straight roads and curved roads; used for real-time monitoring of various states of the online standard vehicle (vehicle information, traveling speed, acceleration, position, front and rear vehicle distance, etc.) and performing various states Real-time control adjustment to achieve safe and stable operation of the vehicle, to achieve coordinated and efficient operation of the system.
  • states of the online standard vehicle vehicle information, traveling speed, acceleration, position, front and rear vehicle distance, etc.
  • Real-time control adjustment to achieve safe and stable operation of the vehicle, to achieve coordinated and efficient operation of the system.
  • the system also includes a speed transition section for adjusting the adjustment of the traveling vehicle speed.
  • a speed transition section for adjusting the adjustment of the traveling vehicle speed.
  • the downline deceleration section is used for smoothly decelerating the standard running vehicle from the high speed state of the inlet to a low speed or even a stationary state.
  • an energy recovery system is installed to recover part of the kinetic energy and potential energy of the standard running vehicle for system operation and energy saving. If the system includes a speed transition section, an energy recovery system can also be installed at the speed transition section of the deceleration.
  • the offline after-treatment system is used for fixing and unlocking the standard running vehicle fed from the down-line deceleration section, guiding the vehicle and the personnel to leave safely, and feeding the recovered standard running vehicle to the standard garage or according to the dispatching instruction. Go online to prepare the system.
  • the standard running vehicle includes a standard truck and a standard passenger car.
  • the standard truck is used to fix and transport various vehicles and vehicles that meet the system requirements.
  • the standard passenger car is dedicated to carrying car-free personnel.
  • the standard garage is an integral part of the offline after-treatment system for storing standard vehicles that do not need to be online.
  • the preferred scheme of the system adopts a fixed speed operation mode.
  • the fixed speed refers to passing through the control nodes of the running segment at a predetermined speed according to a predetermined time range, and the traveling speed curve of each standard vehicle in a certain section is Prior to entering the paragraph. Multiple different speeds may exist in one system at the same time.
  • Each of the above sections has a segment controller that monitors and controls the various states of this segment, monitors, communicates, and controls the state of the standard vehicle operating in this segment, and performs various tasks according to the instructions of the central centralized dispatch control system to ensure standards.
  • the car operates safely according to the unified dispatch of the central centralized dispatch control system.
  • the central centralized dispatch control system is the brain of the system, which fully controls the unified and coordinated operation of the system. All the segments are connected to the central centralized dispatch control system through the dedicated network. The standard running vehicle realizes centralized central dispatching through the segment at that time. Control system connection.
  • the solution of the embodiment is used for vehicles or people to carry out traffic within or between cities, which can solve traffic congestion problems in traffic-intensive road sections, reduce vehicle exhaust emissions, save energy, and increase traffic safety.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Traffic Control Systems (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Management, Administration, Business Operations System, And Electronic Commerce (AREA)

Abstract

一种智能轨道交通系统,包括标准运行车、上线准备系统、上线加速段、行进段、下线减速段、离线后处理系统和中央集中调度控制系统,上线准备系统与上线加速段的入口相接,上线加速段的出口与行进段相接,行进段与下线减速段连接,下线减速段与离线后处理系统相接;标准运行车是运行在上线加速段、行进段和下线减速段中的基本单元,运行时,每个标准运行车为一个被控制对象单元,中央集中调度控制系统能够监测每一个标准运行车所在的位置,并且通过协调和指令系统各部分相互配合实现控制标准运行车的加速、转轨、行进和减速从而实现轨道运行。本发明提供了一种智能化程度较高、交通效率较高的智能轨道交通系统。

Description

一种智能轨道交通系统 技术领域
本发明属于轨道交通领域,涉及一种轨道交通系统。
背景技术
现有的轨道交通系统,例如地铁系统,在城市的地下建造地铁通道,铺设地铁轨道,地铁在轨道上运行,是一种能够提供行人便捷地从出发地到目的地的交通方式,其控制方式沿用了传统铁路的运行控制方式。
城市交通网设计了高架系统,各个高架之间连通,形成城市高架路网系统,提供给车辆一个更为快捷的路径,控制方式为通过对高架路面的限速,以及上匝道的交通信号灯控制,或者在交通流量拥堵时选择性关闭上匝道或下匝道等控制策略。现有的交通路网存在的技术缺陷:智能化程度较低、交通效率较低。
技术问题
为了克服已有轨道交通系统的智能化程度较低、交通效率较低的不足,本发明提供了一种智能化程度较高、交通效率较高的智能轨道交通系统。
技术解决方案
本发明解决其技术问题所采用的技术方案是:
一种智能轨道交通系统,包括标准运行车、上线准备系统、上线加速段、行进段、下线减速段、离线后处理系统和中央集中调度控制系统;所述上线准备系统与所述上线加速段的入口相接,所述上线加速段的出口与所述行进段相接,所述行进段与所述下线减速段连接,所述下线减速段与所述离线后处理系统相接;所述标准运行车是运行基本单元,运行时,所述每一辆标准运行车为一个被控制对象单元,所述中央集中调度控制系统能够监测每一个标准运行车包括位置和速度等在内的运行状态信息,并且通过协调和指令实现控制标准运行车的加速、转轨、行进和减速从而实现轨道运行。
进一步,所述标准运行车包括标准运车车和标准运客车,所述标准运车车用于固定并运输各种符合要求的车辆及随车人员,所述标准运客车专用于运载无车人员。
所述系统还包括速度过渡段,前后相接的两个行进段的既定速度不同时,前一个行进段通过速度过渡段与后一个行进段连接。多个不同的速度可能同时存在一个系统中。
更进一步,所述系统还包括转轨段,所述转轨段包括分轨转轨段和并轨转轨段,所述分轨转轨段设有一个入口和两个或两个以上出口,所述分轨转轨段的入口连接行进段、速度过渡段或上线加速段,所述分轨转轨段的出口连接行进段、速度过渡段或下线减速段;所述并轨转轨段设有两个或两个以上入口和一个出口,所述并轨转轨段的入口连接行进段、速度过渡段或上线加速段,所述并轨转轨段的出口连接行进段、速度过渡段或下线减速段。
在要求并轨或分轨的位置,根据中央集中调度控制系统的指令动作使标准运行车进入预定的轨道。所述转轨段中,如果采用单轨形式,所述转轨段优选采用水平向扳道;如果是采用双轨,所述转轨段优选采用垂直向扳道。
更进一步,所述上线准备系统,用于对欲上线的人员、车辆进行识别并与标准运行车可靠结合、安全检查、目的地选取和收费;根据集中调度指令将准备就绪的标准车送入上线加速段的入口。
所述上线加速段,用于将标准运行车从入口的低速或静止状态加速到与之出口相连的行进段的速度并在集中调度指定的时间点将标准运行车送入行进段。如果系统包括转轨段,则也可以把标准运行车送入转轨段。
所述行进段包括直道和弯道; 用于对在线标准运行车的各项状态进行实时监测并对各项状态进行实时的控制调整,实现车辆的安全稳定运行,所述各项状态包括基本车辆信息、速度、加速度、位置和前后车距离等。
再进一步,所述行进段为定速运行段,所述上线加速段和所述下线减速段的与定速运行段相连端的运行速度与定速运行段相应点的控制速度一致。所述定速是指标准运行车按照某个预先设定的时间范围以预先规定的速度通过该运行段的各控制节点。每一标准车在某一段的行进速度曲线是进入该段前事先确定的。当然,定速运行是一种优选的实现方案,如有需要,也可以是不定速的运行方式。
所述下线减速段,用于将标准运行车从入口的高速状态平稳减速到低速乃至静止状态。
在所述下线减速段或高程下降的行进段,安装能量回收系统,回收标准运行车的部分动能和势能,用于系统运行,实现节能。如果系统包括速度过渡段,在减速的速度过渡段也可以安装能量回收系统。
所述离线后处理系统,用于将从下线减速段送入的标准运行车进行固定解锁,引导车辆和人员安全离开,并将回收的标准运行车根据调度指令送入标准车车库或上线准备系统。
上述各段均有段控制器对本段的各种状态进行监测,对运行于本段的标准车状态进行监测和通信,根据中央集中调度控制系统的指令进行各项工作,确保标准车按照中央集中调度控制系统的统一调度安全运行。
中央集中调度控制系统是本系统的大脑所在,全面控制着系统的统一协调运行,所有各段均通过专用网络接入到中央集中调度控制系统,标准运行车通过当时所在的段实现与中央集中调度控制系统的连接。
有益效果
本发明的有益效果主要表现在:
1)相比地铁、轻轨、高架桥每公里投资更少、对场地要求更低、布置更灵活,可以充分利用现有道路和高架上部空间进行建设。
2)充分利用现有的巨量存量汽车的作用,无需对现有车辆进行改变和升级,私家汽车的便利性依旧可以得到充分的发挥。补充了现有公共交通只运人不运车的问题。
3)节能环保,动力采用电力,大大减少城市汽车尾气污染,轨道交通比现有的汽车交通更节能,能量利用率大大提高,社会效益明显。能量回收可进一步减少能源消耗。
4)可以用于车辆和人员的同时同轨运输。
5)点对点的直达运输相比现有的其他交通方式更迅速,交通时间更可控。
6)整个系统采用集中控制集中调度的方式,可以实现资源利用的最优化,基础建设的资源利用率和效益大大提高。
7)通过集中调度实现交通时间的可预期和可控,提高城市的运行效率,增加城市竞争力。
8)交通全过程由中央电脑集中控制,杜绝了交通过程中人为失误引发的交通事故。
9)除了处于上线加速段或下线减速段,其余均以较稳定的速度运行,乘客舒适度大大提高。
10)优化的轨道交通方式,杜绝了堵车和人为驾驶引发的安全及各种交通违法问题的产生。
11)可用于进一步提升城市智慧交通水平,增加城市管理手段。
附图说明
图1是智能轨道交通系统的一个单元示意图。
图2是智能轨道交通系统的实例图。
本发明的最佳实施方式
下面结合附图对本发明作进一步描述。
参照图1和图2,一种智能轨道交通系统,包括上线准备系统1、上线加速段2、行进段3、下线减速段4、 离线后处理系统5、标准运行车和中央集中调度控制系统6;
所述标准运行车是运行基本单元,运行时,需交通车辆均固定在所述标准运行车上,所述标准运行车为一个基本被控制单元,中央集中调度控制系统6能够监测每一个标准运行车运行状态,并且通过协调和指令实现控制标准运行车的加速、转轨、行进和减速从而实现轨道运行;另外,通过所述上线准备系统1,在每一个上线准备系统1,能够持续提供备用的标准运行车;经过离线后处理系统5释放的标准运行车实现集中管理,例如通过循环轨道运行到相邻的上线准备系统1备用;或者通过自身交通系统调运到指定的其他上线准备系统1,再或者运行到标准车车库储存或维护。
所述交通系统按照既定速度运行,每一标准车在某一段的行进速度曲线是进入该段前事先确定的。
所述上线准备系统1,用于对将上线的人员、车辆进行识别并与标准运行车可靠结合、各项安全检查、目的地选取等。该系统之中,还包括了上线前提示、身份识别和收费等辅助功能。
需交通车辆根据引导进入并停留在指定区域,车辆驾驶员通过电子地图设置目的地。上线系统对车辆进行识别并用专用的固定器结合需交通车辆和标准车,优选方案是通过车轮进行固定(当没有车只运人时:待交通人员进入运人标准车并设置目的地),上线系统根据集中调度指令适时将准备就绪的标准车送入上线加速段入口。
所述上线加速段,用于将标准运行车从入口的状态加速到与之出口相连的行进段的速度并在集中调度指定的时间点将标准运行车送入行进段。如果系统包括转轨段,则也可以把标准运行车送入转轨段。
加速方式可以有:利用标准车自身驱动完成加速;或者电机驱动牵引链条,牵引链条加速标准运行车完成加速;又或者是电机驱动牵引钢丝索,牵引钢丝索加速标准运行车完成加速;又或者是采用助推电机直接推动标准运行车完成加速;再或者是采用电磁弹射等其他技术完成对标准运行车的加速。
进一步,所述系统还包括转轨段,所述转轨段包括分轨转轨段和并轨转轨段,所述分轨转轨段的入口连接行进段、速度过渡段或上线加速段,所述分轨转轨段的出口连接行进段、速度过渡段或下线减速段;所述并轨转轨段设有两个或两个以上入口和一个出口,所述并轨转轨段的入口连接行进段、速度过渡段或上线加速段,所述并轨转轨段的出口连接行进段、速度过渡段或下线减速段。
所述行进段是主交通轨道,包括直道和弯道; 用于对在线标准车的各项状态(车辆信息、行进速度、加速度、位置和前后车距离等)进行实时监测并对各项状态进行实时的控制调整,实现车辆的安全稳定运行,实现系统的协调高效运转。
所述系统还包括速度过渡段,用于对行进车速的调整匹配。系统中可能存在不同定速的运行段,前后相接的两个行进段的既定速度不同时,前一个行进段通过速度过渡段与后一个行进段连接。
所述下线减速段,用于将标准运行车从入口的高速状态平稳减速到低速乃至静止状态。
在所述下线减速段或高程下降的行进段,安装能量回收系统,回收标准运行车的部分动能和势能,用于系统运行,实现节能。如果系统包括速度过渡段,在减速的速度过渡段也可以安装能量回收系统。
所述离线后处理系统,用于将从下线下线减速段送入的标准运行车进行固定解锁,引导车辆和人员安全离开,并将回收的标准运行车根据调度指令送入标准车车库或上线准备系统。
所述标准运行车包括标准运车车和标准运客车,标准运车车用于固定并运输各种符合系统要求的车辆及随车人员,标准运客车专用于运载无车人员。
标准车库是离线后处理系统的配套部分,用于存放暂时不需要上线的标准车。
本系统优选方案采用定速运行的方式,定速是指按照某个预先设定的时间范围以预先规定的速度通过该运行段的各控制节点,每一标准车在某一段的行进速度曲线是进入该段前事先确定的。多个不同的速度可能同时存在在一个系统中。
上述各段均有段控制器对本段的各种状态进行监测和控制,对运行于本段的标准车状态进行监测、通信和控制,根据中央集中调度控制系统的指令进行各项工作,确保标准车按照中央集中调度控制系统的统一调度安全运行。
中央集中调度控制系统是本系统的大脑所在,全面控制着系统的统一协调运行,所有各段均通过专用网络接入到中央集中调度控制系统,标准运行车通过当时所在的段实现与中央集中调度控制系统的连接。
本实施例的方案用于车辆或人员在城市内部或城际间进行交通,可解决交通密集路段交通拥堵问题,减少汽车尾气排放,节约能源,且增加交通安全性。

Claims (11)

  1. 一种智能轨道交通系统,其特征在于:包括标准运行车、上线准备系统、上线加速段、行进段、下线减速段、离线后处理系统和中央集中调度控制系统;所述上线准备系统与所述上线加速段的入口相接,所述上线加速段的出口与所述行进段相接,所述行进段与所述下线减速段连接,所述下线减速段与所述离线后处理系统相接;
    所述标准运行车是运行基本单元,运行时,所述每个标准运行车为一个被控制对象单元,所述中央集中调度控制系统能够监测每一个标准运行车所在的位置,并且通过协调和指令实现控制标准运行车的加速、转轨、行进和减速从而实现轨道运行。
  2. 如权利要求1所述的一种智能轨道交通系统,其特征在于:所述标准运行车包括标准运车车和标准运客车,所述标准运车车用于固定并运输各种符合系统要求的车辆及随车人员,所述标准运客车专用于运载无车人员。
  3. 如权利要求1或2所述的一种智能轨道交通系统,其特征在于:所述系统还包括速度过渡段,前后相接的两个行进段的既定速度不同时,前一个行进段通过速度过渡段与后一个行进段连接。
  4. 如权利要求3所述的一种智能轨道交通系统,其特征在于:所述系统还包括转轨段,所述转轨段包括分轨转轨段和并轨转轨段,所述分轨转轨段设有一个入口和两个或两个以上出口,所述分轨转轨段的入口连接行进段、速度过渡段或上线加速段,所述分轨转轨段的出口连接行进段、速度过渡段或下线减速段;所述并轨转轨段设有两个或两个以上入口和一个出口,所述并轨转轨段的入口连接行进段、速度过渡段或上线加速段,所述并轨转轨段的出口连接行进段、速度过渡段或下线减速段。
  5. 如权利要求1或2所述的一种智能轨道交通系统,其特征在于:所述上线准备系统,用于对将上线的人员、车辆进行识别并与标准运行车相结合、安全检查、目的地选取和收费;中央集中调度控制系统指令将准备就绪的标准车送入上线加速段的入口。
  6. 如权利要求1或2所述的一种智能轨道交通系统,其特征在于:所述上线加速段,用于将标准运行车从入口的低速状态乃至静止状态加速到与之相连的行进段的速度并在中央集中调度控制系统指定的时间将标准运行车送入行进段。
  7. 如权利要求1或2所述的一种智能轨道交通系统,其特征在于:所述行进段包括直道和弯道,所述行车段内实现对在线运行的标准运行车的各项状态实时监测并对各项状态进行实时的控制调整,实现车辆的安全稳定运行,所述各项状态包括车辆信息、行进速度、加速度、位置和前后车距离。
  8. 如权利要求1或2所述的一种智能轨道交通系统,其特征在于:所述下线减速段,用于将标准运行车从入口的高速状态平稳减速到低速乃至静止状态。
  9. 如权利要求1或2所述的一种智能轨道交通系统,其特征在于:在所述下线减速段或高程下降的行进段,安装能量回收系统,回收标准运行车的部分动能和势能,用于系统运行,实现节能。
  10. 如权利要求1或2所述的一种智能轨道交通系统,其特征在于:所述离线后处理系统,用于将从下线减速段送入的标准运行车进行固定解锁,引导车辆和人员安全离开,并将回收的标准运行车根据调度指令送入标准车车库或上线准备系统。
  11. 如权利要求3所述的一种智能轨道交通系统,其特征在于:所述上线加速段、转轨段、行进段和下线减速段均安装段控制器,所述段控制器用于对本段的状态进行监测和控制,对运行于本段的标准运行车状态进行监测、通信和控制,各个段控制器均与中央集中调度控制系统通信连接;并根据中央集中调度控制系统的指令进行各项工作,确保标准运行车按照中央集中调度控制系统的统一调度安全运行。
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