The main functions of the municipal railway signal system of the present invention include the automatic train monitoring (Automatic Train Supervise, ATS) subsystem, the automatic train protection (ATP) subsystem, the ATO subsystem, the main line interlocking subsystem, and the depot /Parking lot interlocking subsystem, training subsystem, power supply subsystem, centralized monitoring subsystem and data communication subsystem.
 Among them: the main function of the ATS subsystem is to prepare and manage train operation plans, and realize automatic monitoring of trains on the entire line and automatic management of train operations. Specifically, it is the control of the train route, the display of the driving information, the description of the train operation, the information collection and acquisition, the management of the train operation diagram/timetable, the train operation plan and vehicle management, the adjustment of the train operation, the query of the train operation, and the platform departure Instruction display, operation records and statistical reports, fault alarms, exchange of information with other systems, simulation demonstration and training, train and shunting operation of depot/parking lot, train group number tracking, online playback and other functions.
 The main function of the ATP subsystem is to realize the overspeed protection of train operation, which is the basic equipment to ensure the safety of train operation, and must meet the "failure-safe" principle. The ATP subsystem realizes all the functions of automatic train operation protection. It can realize train speed control according to conditions such as line status, switch position, and forward train position, prevent trains from overspeeding, and ensure that the safe distance between trains is tracked. Automatic tracking operation.
 The ATO subsystem has a self-diagnostic function, which can alert the driver immediately when a fault occurs, and can implement normal braking and emergency braking according to the nature of the fault.
 The interface between the ATP subsystem and the ATO subsystem realizes the safety and automatic control of train operation; the ATP subsystem can realize the safety monitoring of car doors and screen doors, and can realize the function of safety protection for trains running in the forward or reverse direction. Under the safety protection of the ATP subsystem, the ATO subsystem realizes the automatic driving of the train and the automatic adjustment function of the train running in the interval according to the instructions of the ATS subsystem, ensuring the required design interval and travel speed, and realizing the energy-saving operation of the train Control etc.
 The main line, depot/parking lot interlocking subsystem is a safety device that realizes the correct interlocking relationship between turnouts, signals, and track sections and access control, and must meet the "failure-safe" principle.
 The main line interlocking subsystem controls the switch point machine and the signal machine beside the track according to certain procedures and conditions, establishes the train operation route, and ensures the safety interlock between the track section, the switch and the signal machine on the route; Combined with the ATS subsystem to realize automatic control of the train route; the main functions include setting the train route, automatically turning back the route, automatically passing the route, guiding the route, unlocking and canceling the route, and controlling and switching the direction of train operation. Track section failure recovery, platform emergency stop button control, signal switch off, individual turnout operation and locking, station blockade, section blockade, detention and cancellation, station control and remote control, etc.
 The depot/parking lot interlocking subsystem realizes the functions of establishment of access, access locking, access unlocking, signal control, turnout control, etc. inside the depot/parking lot, ensuring that the train is in the depot/parking lot Safety in operation.
 The training sub-system includes ATS simulation training equipment for train dispatchers and physical training equipment for maintenance personnel training. The maintenance center equipment and training center equipment train the maintenance personnel of the signal system on the functions and principles of the ATC system, so that the maintenance personnel can master the working principle, equipment performance, fault identification and handling of the ATC equipment, and improve the working level of the maintenance personnel for visits The personnel understand the composition and functions of the system, and at the same time have a certain role in training train drivers.
 The power supply subsystem is an intelligent power supply device that ensures stable, reliable, and continuous operation of signal system equipment.
 The centralized monitoring subsystem can collect the self-diagnosis and alarm information of each subsystem equipment such as ATS, ATP, ATO, mainline interlocking, depot/parking lot interlocking, power supply, etc., and transmit it to the control center, maintenance center, On the interface of the equipment centralized station and other position control workstations, local monitoring and remote alarm are realized, and it has automatic storage and playback functions.
 The data communication subsystem includes all the wired and wireless communication systems required by the signal system. ATP subsystem function, ATO subsystem function, main line interlocking subsystem function, main line test run function, maintenance training function, centralized monitoring function, depot/parking lot interlocking function.
 figure 1 Shown is the structural block diagram of the city railway signal system of the present invention. The urban railway signal system of the present invention adopts the European Train Control System (Europe Train Control System, ETCS) platform. In this embodiment, the urban railway signal system adopts the ETCS-1 platform. The urban railway signal system mainly includes control center equipment 1, multiple station equipment 2, trackside equipment 3, on-board equipment 4, depot/parking lot equipment 5. In this embodiment, the number of station equipment 2 is One, but not limited to this.
 Wherein, the control center device 1 is used to monitor the running status of all trains and obtain the running information of each train, and output the train movement information to the station device 2 after processing. The trackside equipment 3 is used to establish a train operation route to ensure safe interlocking of the route, and transmit the position information of the train to the station equipment 2, and transmit route information generation message information to the on-board equipment 4 . The station equipment 2 is used to control the linkage, platform protection, and automatic return of the station screen door 6. The station equipment 2 processes the train movement information output by the control center equipment 1 and the route information transmitted by the trackside equipment 3, and then outputs the train entry Route control information to vehicle-mounted equipment 4. The on-board equipment 4 is used to control the automatic operation and temporary speed limit of the train. The on-board equipment 4 adjusts the operating status of the train according to the train route control information output by the station equipment 2 and the message information transmitted by the trackside equipment 3, and The on-board equipment 4 feeds back the adjusted train operation status to the station equipment 2.
 And the depot/parking lot equipment 5 is connected to the control center equipment 1, and receives train operation information output by the control center equipment 1 to adjust the train receiving and dispatching status of the depot/parking lot. The depot/parking lot equipment 5 feeds back the adjusted train operation state to the control center equipment 1.
 Such as figure 2 As shown, the control center device 1 includes a communication server, a communication front-end processor, and a network switch, and the communication server and the communication front-end processor are respectively connected to the network switch. In addition, a firewall is connected between the communication front-end processor and the network switch, and the firewall is used to improve the security of the network. In this embodiment, the communication server is a central ATS server, which is used to monitor the running status of each train and automatically generate a train number; the communication front-end processor is a central ATS pre-processor; it is used to process and save train operation information. In order to improve data security, the database server is preferably redundant, and at least two are provided. In this embodiment, there are two central ATS servers and two central ATS preprocessors.
 In addition, the control center equipment 1 also includes dispatcher workstations, maintenance workstations, printers connected to the network switches, timetable workstations for drawing running schedules according to operational requirements, editing workstations, and network management workstations. The control center equipment also includes large-screen displays. The large-screen display is connected to the network switch through the display control interface. The control center equipment 1 can realize the functions of automatic train route setting, automatic generation of train number, tracking and modification functions, ATS operation diagram editing and management functions, ATS recording statistics and reporting functions, ATS self-diagnosis/fault alarm functions, etc. And through the data transmission module to transmit data to other signal equipment.
 Station equipment 2 includes station interlocking equipment 21, station ATS equipment 22, station ATO/ATP equipment 23; departure indicators and emergency stop buttons in the platform area; branch cabinets, interface cabinets, combination cabinets, and interlock cabinets in the signal equipment room , ATS cabinet, photoelectric conversion cabinet, signal maintenance support system cabinet/cabinet corresponding computer and electronic equipment, as well as power supply screen, uninterruptible power supply, etc.; as well as the signal equipment of the ATS terminal and the integrated emergency panel in the vehicle control room; this control The central equipment 1 transmits the train movement information to the station ATS equipment 22, so that the station ATS equipment 22 judges the running time of the train and monitors the operation status of the train within its jurisdiction, and transmits the monitored train entry control information to the station ATO/ The ATP device 23, the station ATO/ATP device 23 controls the station screen door 6 and controls the on-board equipment 4 through the station wireless device 24, so as to realize the safety interlocking of the train door and the station screen door 6 and the precise parking of the train.
 The trackside equipment 3 standard complies with the ETCS-1 standard, which includes section trackside signals 31, axle counters 32, switch machines 33, and line side electronic units (LEU).
 Among them, the axle counter 32 detects the vacancy of the track section and the integrity of the train. The semaphore 31 displays the forward route status based on the train route information. For example, the inbound semaphore: (1) A green light indicates that the train is permitted to run at the specified speed through the turnout in a straight position, indicating that at least two blocked zones are free before running; (2) A yellow light indicates that the train is allowed to pass the semaphore at the specified speed and is ready to stop at any time, indicating that there is only one block area free before the operation; (3) Two yellow lights indicate that the train is allowed to pass the semaphore at the speed limit. Run through the lateral position of the turnout; (4) a red light indicates that the train is not allowed to pass the signal; (5) a yellow light and a red light indicate the guidance signal, allowing the train to pass the signal at the specified speed limit when the signal is off Signals; such as departure signals or section passing signals: (1) A green light indicates that the train is allowed to run at the specified speed through the turnout in a straight position, indicating that at least two blocked areas are free before the operation; (2) A yellow light indicates The train is allowed to pass the semaphore at the specified speed and is ready to stop at any time, indicating that only one blocked area is free before the operation; (3) a red light indicates that the train is not allowed to pass the semaphore; (4) a yellow light and a red light indicate The pilot signal allows the train to pass the signal at the specified speed when the signal is off. The switch machine 33 controls the direction of the train's route according to the route information, and the trackside LEU 34 can generate a message according to the route information and transmit it to the vehicle-mounted device 4 through the active beacon 35 or the passive beacon 36. At the same time, the trackside LEU 34 can be separately connected to the station interlocking equipment 21, the station ATS equipment 22, and the station ATO equipment 24, or connected at the same time in any combination of centralized connection methods to obtain the train operation information in the station equipment 2.
 The on-board equipment 4 includes the on-board ATP/ATO equipment 41, which receives the train entry control information transmitted by the station equipment 2 through the connection between the on-board antenna 42 and the station wireless equipment 24, and communicates with the vehicle through the beacon antenna 43. The connection of the source beacon 35 receives the message information transmitted by the trackside LEU 34, integrates the two information, and adjusts the train operation status. Wherein, the vehicle-mounted antenna 42 may be a wireless receiving antenna, and the beacon antenna 43 may be a beacon receiving antenna, but it is not limited thereto.
 In addition, the vehicle-mounted device 4 also includes a vehicle-mounted computer with a redundant structure of three out of two or two by two out of two, a speed sensor, etc. The speed sensor can measure the train running speed in real time, and transmit the train running speed to the on-board ATO/ATP device 41, which can further enable the on-board device 4 to make more precise adjustments to the train's running state and ensure the safe operation of the train.
 The depot/parking lot 5 equipment includes the signal machine 51, the switch machine 52, the track circuit 53 on the station yard; the branch cabinet, the interface cabinet, the combination cabinet, the interlocking cabinet, the ATS cabinet, the photoelectricity in the signal equipment room Conversion cabinet, signal maintenance support system cabinet/cabinet corresponding electronic equipment, as well as power supply screen, uninterruptible power supply, etc.; depot/parking lot ATS equipment 54, depot/parking lot interlocking equipment 55; and dispatching room ATS workstation, etc.
 The urban railway signal system also includes maintenance center equipment, training center equipment and the like. The maintenance center equipment includes all the tools and equipment required for the maintenance of the signal system, signal maintenance support system workstations, etc.; the training center equipment includes training servers, student training workstations, power screens, uninterruptible power supplies and other analog training equipment, as well as signal Physical training equipment such as machine, switch machine, beacon, axle counter, vehicle-ground communication equipment. Among them, the vehicle-ground communication interface protocol follows the ETCS standard.
 Each component structure in the municipal railway signal system of the present invention is connected to the backbone network through network equipment to realize real-time data interaction.
 The normal operation of trains in the urban railway signal system includes four driving modes, ATO driving mode, ATP driving mode, RM driving mode (restricted manual driving mode), NRM mode (unrestricted manual driving mode).
 The ATO driving mode is a normal mode of train operation; under the protection of ATP, the train realizes the functions of automatic operation, precise stopping, linkage with the screen door, and automatic turnback under the protection of ATP.
 The ATP driving mode means that when the ATO equipment fails, the train is manually driven under the protection of ATP, the speed running curve is dynamically adjusted in real time, and the parking, turning back and screen door linkage are all controlled manually.
 The RM driving mode generally refers to the manual driving mode when the train fails or is running in the depot/parking lot. The train is still protected by ATP, but the maximum operating speed is low (depending on operational requirements, generally 25~ 60km/h).
 The NRM driving mode refers to the manual driving mode after the train ATP fails or the ATP protection is removed.
 Such as image 3 As shown, the control method of the municipal railway signal system of the present invention includes:
 Step 300: The control center equipment automatically monitors the running status of all trains and generates the train number, and sends the real-time motion information of each train to the station equipment; the station equipment and trackside equipment establish the train operation route, and the trackside equipment obtains the train on the track The location information is transmitted to the station equipment; the on-board equipment controls the safe operation of the train on the main line according to the received route information and train operation status information.
 Step 301: According to the real-time motion information sent by the control center equipment and the position information of all trains on the main line acquired by the trackside equipment, the station equipment determines whether the approach ahead of the train is occupied, if so, execute step 302, otherwise control the train to continue running and execute Step 300.
 Step 302: The vehicle-mounted equipment controls the train to brake and decelerate or brake to stop according to the received forward route information.
 Step 303: The station equipment judges whether the train can enter the station and stop according to the status information of the platform screen door and the emergency stop button switch information, if yes, continue to perform step 306, otherwise perform step 304.
 Step 304: The in-vehicle device emergency brakes and stops outside the platform area according to the received platform protection information.
 Step 305: According to the temporary speed limit information set by the control center equipment, the station equipment sends to the on-board equipment of the train through trackside equipment or station equipment to determine whether the train needs to execute the temporary speed limit instruction in a specific section, and if so, perform step 302 , Otherwise go to step 309.
 Step 306: The train enters the station and stops, and it is judged whether the door and the station screen door can be opened, if yes, go to step 308, otherwise go to step 307;
 Step 307: Detect train stop information, vehicle door and screen door status information, and wait for manual confirmation;
 Step 308, open the screen door to the set time, then close the door and screen door, and after confirming the state of the door and screen door, wait for the starting instruction;
 Step 309: The train continues to run.
 Among them, the operating status of the train running in the section includes: under normal conditions, adopting the automatic route approach; in the backup and degrading modes, adopting the inter-station blocking method.
 The said automatic route means that when the preceding train successfully passes through the route, the route will be established and the signal will be opened, and the route will be processed for the subsequent trains. The signal machine will automatically change and display as the train runs. The semaphore shows driving. The inter-station occlusion means that when in the backup and degrading mode, the occlusion zone is no longer divided between the two stations, and the train runs at the interval between the stations.
 After step 304, it should also include:
 Step 304a: Determine whether the train needs to be automatically turned back. If so, the station equipment transmits an automatic turn-back instruction to the on-board equipment, and the on-board equipment controls the automatic turn-back operation of the train; otherwise, proceed to step 305.
 The urban railway signal system adopts the ETCS platform, and in this embodiment, the ETCS-1 platform is adopted. In addition, trackside equipment and vehicle-to-ground communications follow ETCS standards.
 The control method of the urban railway signal system further includes platform area protection. The platform area includes when the station screen door status is lost or the emergency stop button is pressed, the station interlocking device sends a braking instruction to the on-board equipment, The equipment controls the train to cancel the established departure route or make the train brake urgently.
 The invention realizes the functions of platform area protection, screen door linkage, automatic return, temporary speed limit and the like through the signal wireless two-way communication equipment of the platform and the outer protection area and the turn-back area. among them:
 1. The platform area protection is divided into inbound protection and outbound protection.
 Inbound protection means that after the train has been connected to the wireless network outside the platform, if the platform screen door status is lost or the emergency stop button is pressed at this time, the station interlocking device receives the status information of the screen door or emergency stop button. , The emergency braking command will be sent to the on-board ATP device through wireless communication equipment to realize the emergency braking of the train and maximize the safety of the platform area.
 Outbound protection is further divided into two situations. One refers to the moment the train stops from the station to the moment before the train starts. If the platform screen door status is lost or the emergency stop button is pressed, the station interlocking equipment cannot establish a departure after receiving the status information of the screen door or emergency stop button. Route, or the established route of departure may be cancelled to ensure that the train cannot leave the station. The second is that the train completely leaves the station from the start to the rear. If the platform screen door status is lost or the emergency stop button is pressed, the station interlocking equipment will receive the status information of the screen door or the emergency stop button status information, and will pass wireless The communication device sends an emergency braking command to the on-board ATP device to realize the emergency braking of the train.
 2. Screen door linkage.
 When the train stops and needs to open and close the door, the train driver only needs to control the open and close button of the train door, and the door open information is transmitted to the station interlocking equipment through the train-ground wireless communication, and the door open and close information is confirmed when the relevant signal status is correct. Send it to the screen door device to realize the linkage between the car door and the screen door.
 3. Automatically turn back.
 When the train arrives at the turn-back station, after clearing passengers, the driver presses the automatic turn-back button on the platform side, and the train communicates with the station interlocking equipment through the wireless network in real time. The on-board ATP/ATO subsystem realizes the automatic turn-back of the train.
 4. Temporary speed limit.
 After the train stops and stops steadily, the station ATS equipment/temporary speed limit server uploads the temporary speed limit information to the on-board equipment through the in-station area wireless communication equipment, or wirelessly uploads the speed limit information to the on-board equipment through the section beacon to realize the Reduced speed operation in temporary speed limit area.
 The foregoing descriptions are only preferred embodiments of the present invention, and are not used to limit the protection scope of the present invention.