CN115285186A - Setting method and application of point type backup mode active responder - Google Patents
Setting method and application of point type backup mode active responder Download PDFInfo
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- CN115285186A CN115285186A CN202210671272.9A CN202210671272A CN115285186A CN 115285186 A CN115285186 A CN 115285186A CN 202210671272 A CN202210671272 A CN 202210671272A CN 115285186 A CN115285186 A CN 115285186A
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- active transponder
- backup mode
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- set value
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- 238000000034 method Methods 0.000 title claims abstract description 23
- 238000009434 installation Methods 0.000 claims description 5
- 238000012544 monitoring process Methods 0.000 claims description 3
- 238000011144 upstream manufacturing Methods 0.000 claims description 3
- 238000004904 shortening Methods 0.000 abstract description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000004134 energy conservation Methods 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/70—Details of trackside communication
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L2205/00—Communication or navigation systems for railway traffic
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
The invention relates to a method for setting an active transponder in a point backup mode and application thereof. Compared with the prior art, the method has the advantages of improving the highest running speed in the point type backup mode, shortening the tracking interval and the like.
Description
Technical Field
The invention relates to an urban rail transit signal system, in particular to a setting method and application of a point type backup mode active responder.
Background
The urban rail transit has the characteristics of large transportation volume, high speed, safety, punctuality, energy conservation and the like. In the urban rail transit construction sequence, a line, a track, a bridge, a platform and the like are built firstly, then a signal system carries out the setting of an active transponder and a signal machine according to the line speed limit, the platform position, the interval length and the like, and the setting effect directly influences the highest running speed of a train, the minimum tracking interval, the engineering investment and the like in a point type backup mode.
In order to shorten the tracking interval in the spot backup mode, the active transponder is often disposed at a position close to the main body signal, which causes the train to continuously decelerate before the train runs to the active transponder, thereby affecting the maximum running speed of the train. In order to increase the maximum running speed of the train and save the engineering investment, the active transponder is often arranged at a position far away from the signal machine, and the tracking interval in the point backup mode is increased.
Therefore, it is a technical problem to be solved how to improve the maximum operating speed in the spot backup mode and shorten the tracking interval in the transponder setting.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provides a method for setting a point type backup mode active responder which gives consideration to driving safety and operation efficiency and application thereof, and the method is suitable for manned and unmanned lines.
The purpose of the invention can be realized by the following technical scheme:
according to an aspect of the present invention, there is provided a method of setting a spot backup mode active transponder, the method setting the active transponder in an upstream direction of a body annunciator, and a distance from the active transponder to the body annunciator being equal to a set value.
As a preferred technical scheme, the set value ensures that the train keeps running at a high speed before the train runs to the active transponder and reads the information variable.
Preferably, the set value ensures that the tracking interval between the train and the front train is shortest in the spot backup mode.
As a preferred technical solution, the shortest tracking interval specifically includes: the time spent from when the train reads the active transponder variable to when the train runs to the position of the preamble train when the active transponder variable is read is the shortest.
As a preferred technical solution, the set value is related to the maximum speed limit allowed by the route, vehicle system parameters, signal system parameters and the gradient of the route.
As a preferable technical scheme, the set value is equal to the sum of the service braking distance S1, the running distance S2 of the train in a signal vehicle-mounted system processing active transponder variable period, the design allowance and the installation error.
Preferably, the design margin is 1m.
Preferably, the mounting error is 0.5m.
According to another aspect of the present invention, there is provided an application of the setup method using the spot-type backup mode active transponder in an automatic train control system including an automatic train protection subsystem ATP, an automatic train driving subsystem ATO, an interlock subsystem CI, an automatic train monitoring subsystem ATS, and a wayside electronic unit LEU.
The variables of the active transponder comprise the state information of the annunciator and the turnout, and the information is acquired by the interlocking subsystem CI through the acquisition of the annunciator and the turnout equipment by the safety relay, is coded by the trackside electronic unit LEU, is transmitted to the active transponder, and is transmitted to the automatic train protection subsystem ATP and the automatic train driving subsystem ATO.
Compared with the prior art, the method has the advantages of improving the highest running speed in the point type backup mode, shortening the tracking interval and the like.
Drawings
FIG. 1 is a schematic diagram of an active transponder arrangement of the present invention;
fig. 2 is a schematic diagram of an information transmission path of an automatic train control system to which the present invention is applied.
Detailed Description
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, not all, embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, shall fall within the scope of protection of the present invention.
As shown in figure 1, the method for arranging the active transponder of the urban rail transit signal system is characterized in that the active transponder is arranged in the upstream direction of a main signal machine, and the distance from the active transponder to the main signal machine is equal to a set value.
The set value ensures that the train does not decelerate and continuously runs at a high speed before running to the active transponder and reading the information variable. The set value ensures that the tracking interval between the train and the preceding train in the point type backup mode is shortest, namely the time spent from the time when the train reads the variable of the active responder to the time when the train runs to the position of the preceding train when the variable of the active responder is read is shortest.
The set value is related to the highest speed limit allowed by the route, vehicle system parameters, signal system parameters and the gradient of the route.
The set value is equal to the sum of the service braking distance S1, the running distance S2 of the train in the period of processing the variable of the active transponder by the signal vehicle-mounted system, the design allowance and the installation error, as shown in FIG. 1, and the set value (meter) = S1+ S2+0.5+1. The installation error is 0.5m. The design allowance is 1m.
The method is applied to an automatic train control system which comprises an automatic train protection subsystem (ATP), an automatic train driving subsystem (ATO), an interlocking subsystem (CI), an automatic train monitoring subsystem (ATS), and a trackside electronic unit (LEU).
The variables of the active transponder comprise signalers and turnout state information, are acquired by the interlocking subsystem CI through a safety relay collecting signalers and turnout equipment, are coded by a rail-side electronic unit LEU and then transmitted to the active transponder, and are transmitted to an automatic train protection subsystem ATP (vehicle-mounted) and an automatic train driving subsystem ATO (vehicle-mounted), and see figure 2.
The invention considers the train service braking distance, the running distance of the train in the signal vehicle-mounted system processing active transponder variable period, the design allowance and the installation error, and ensures that the train can continuously run at the highest speed before reading the variable information sent by the active transponder. The invention gives consideration to both traffic safety and operation efficiency. The invention is suitable for manned and unmanned lines.
While the invention has been described with reference to specific embodiments, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (10)
1. A method for setting an active transponder in a spot backup mode, characterized in that the method sets the active transponder in an upstream direction of a body signal machine, and a distance from the active transponder to the body signal machine is equal to a set value.
2. The method as claimed in claim 1, wherein the set value ensures that the train maintains high speed operation before the train is driven to the active transponder and the information variable is read.
3. The method of claim 1, wherein the set value ensures that the tracking interval between the train and the front train is shortest in the spot backup mode.
4. A method of setting up a point backup mode active transponder according to claim 3, characterized in that said shortest tracking interval is in particular: the time spent from when the train reads the active transponder variable to when the train runs to the position of the preamble train when the active transponder variable is read is the shortest.
5. A method of setting a spot backup mode active transponder according to claim 1, characterized in that the set value is related to the highest speed limit allowed for the line, vehicle system parameters, signal system parameters and line grade.
6. The method of claim 1, wherein the set value is equal to a sum of a service braking distance S1, a running distance S2 of the train in a period of a signal on-board system processing the active transponder variable, a design margin, and an installation error.
7. A method of arranging a point backup mode active transponder according to claim 6, characterized in that the design margin is 1m.
8. A method of arranging a point backup mode active transponder according to claim 6, characterized in that the mounting tolerance is 0.5m.
9. The use of the method of claim 1 for setting up a point-mode active transponder for automatic train control, comprising an automatic train protection subsystem ATP, an automatic train operation subsystem ATO, an interlock subsystem CI, an automatic train monitoring subsystem ATS and a wayside electronic unit LEU.
10. The use according to claim 9, characterized in that the variables of the active transponder include the signaler and switch status information, which is obtained by the interlock subsystem CI through the acquisition of signaler and switch equipment by the safety relay, and then is transmitted to the active transponder after being encoded by the trackside electronic unit LEU, and then is transmitted to the train automatic protection subsystem ATP and the train automatic driving subsystem ATO.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210671272.9A CN115285186A (en) | 2022-06-14 | 2022-06-14 | Setting method and application of point type backup mode active responder |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210671272.9A CN115285186A (en) | 2022-06-14 | 2022-06-14 | Setting method and application of point type backup mode active responder |
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| Publication Number | Publication Date |
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| CN115285186A true CN115285186A (en) | 2022-11-04 |
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| CN202210671272.9A Pending CN115285186A (en) | 2022-06-14 | 2022-06-14 | Setting method and application of point type backup mode active responder |
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| JP2010120484A (en) * | 2008-11-19 | 2010-06-03 | Hitachi Ltd | Train stop control system |
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| US20150291188A1 (en) * | 2012-09-28 | 2015-10-15 | Siemens Aktiengesellschaft | Controller of a rail vehicle |
| CN106560370A (en) * | 2016-08-12 | 2017-04-12 | 卡斯柯信号有限公司 | Method for setting reverse dot type active beacon |
| CN109878555A (en) * | 2019-01-28 | 2019-06-14 | 卡斯柯信号有限公司 | A kind of Train control method based on passive balise |
| US20190300033A1 (en) * | 2013-09-03 | 2019-10-03 | Metrom Rail, Llc | Rail Vehicle Signal Enforcement and Separation Control |
| CN110626393A (en) * | 2019-09-30 | 2019-12-31 | 中铁第四勘察设计院集团有限公司 | Processing method for improving precautionary capability of CTCS-3 level train control system |
| CN111152817A (en) * | 2020-04-03 | 2020-05-15 | 北京全路通信信号研究设计院集团有限公司 | Method and system for improving operation efficiency of lateral access |
| CN213384277U (en) * | 2020-04-29 | 2021-06-08 | 卡斯柯信号有限公司 | Signal system for train accurate parking control based on transponder |
-
2022
- 2022-06-14 CN CN202210671272.9A patent/CN115285186A/en active Pending
Patent Citations (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2004106133A2 (en) * | 2003-05-22 | 2004-12-09 | General Electric Company | Method and system for controlling locomotives |
| JP2010120484A (en) * | 2008-11-19 | 2010-06-03 | Hitachi Ltd | Train stop control system |
| US20150291188A1 (en) * | 2012-09-28 | 2015-10-15 | Siemens Aktiengesellschaft | Controller of a rail vehicle |
| US20190300033A1 (en) * | 2013-09-03 | 2019-10-03 | Metrom Rail, Llc | Rail Vehicle Signal Enforcement and Separation Control |
| CN104859686A (en) * | 2015-05-25 | 2015-08-26 | 新誉集团有限公司 | Punctual train control system in CBTC fault mode and control method of punctual train control system in CBTC fault mode |
| CN106560370A (en) * | 2016-08-12 | 2017-04-12 | 卡斯柯信号有限公司 | Method for setting reverse dot type active beacon |
| CN109878555A (en) * | 2019-01-28 | 2019-06-14 | 卡斯柯信号有限公司 | A kind of Train control method based on passive balise |
| CN110626393A (en) * | 2019-09-30 | 2019-12-31 | 中铁第四勘察设计院集团有限公司 | Processing method for improving precautionary capability of CTCS-3 level train control system |
| CN111152817A (en) * | 2020-04-03 | 2020-05-15 | 北京全路通信信号研究设计院集团有限公司 | Method and system for improving operation efficiency of lateral access |
| CN213384277U (en) * | 2020-04-29 | 2021-06-08 | 卡斯柯信号有限公司 | Signal system for train accurate parking control based on transponder |
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Application publication date: 20221104 |
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