Rail transit fireproof door linkage control system and method

Abstract

The application discloses a rail transit fireproof door linkage control system, characterized in that: a signal system and a FAS system; the signal system is used for full-automatic unmanned control of train operation; the FAS system is used for opening and closing control of the fireproof door according to a fire alarm signal; the signal system is connected with the FAS system, and is used for realizing linkage control between the signal system and the FAS system. The application has the advantages that: the linkage control is suitable for the linkage control between the automatic unmanned system and the fireproof door FAS system, linkage safety control of the system fireproof door and vehicle driving is ensured; once collision occurs, the full-automatic unmanned train and the fireproof door will have a great influence on the actual effect of the rail transit train full-automatic unmanned driving, and even cause a safety accident. The linkage control scheme can effectively reduce the operation errors caused by human factors, and improve the safety and reliability of operation.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit control, in particular to a fire door linkage control system and method in rail transit. BACKGROUND

[0002] Most of the urban rail transit projects are located in underground areas. In order to prevent the spread of fire, the entire project is usually divided into multiple fire zones. Fire doors are used to separate different fire zones, which can effectively block and isolate the spread of fire and protect life and property safety.

[0003] In the prior art, in the full-automatic unmanned rail transit system, the common way to control the fire door is to use manual control. When a fire occurs, the control center personnel manually controls the closing of the fire door according to the position of the train, and ensures that the fire door does not collide with the fully automatic train when it is closed. This completely manual control method not only wastes manpower, but also has a low fault tolerance. If the control center personnel is negligent and does not handle it in time, it may cause the spread of the fire; if the operation is wrong, it may damage the train and cause property loss, and even cause personal injury. This method cannot be applied to the linkage control of the fire door of the automatic driving vehicle, and the linkage control of the fire door and the automatic driving vehicle cannot be realized in the prior art, such as patent 201821550163.7, which cannot realize the linkage control of the vehicle automatic control system and the fire door control system. SUMMARY

[0004] The purpose of the present application is to overcome the shortcomings of the prior art, provide a fire door linkage control system and method in rail transit, which solves the defects of no linkage control and manual control in the prior art, and realizes the control between the fire door and the automatic driving vehicle by using linkage automatic control.

[0005] In order to achieve the above purpose, the technical solution adopted by the present application is: a fire door linkage control system in rail transit, comprising a signal system and a FAS system; the signal system is used for full-automatic unmanned control of the operation of the train; the FAS system is used for opening and closing control of the fire door according to the fire alarm signal; the signal system is connected with the FAS system, and is used for realizing the linkage control between the signal system and the FAS system.

[0006] The signal system sends an allow door closing command to the FAS system according to the vehicle operation state;

[0007] The FAS system is used for sending an allow door closing feedback state signal, a fire alarm state signal, a door fully open state signal and a door not fully open bypass state signal to the signal system.

[0008] The FAS system is provided with a limit switch to detect the fully open state signal of the door, and a separate bypass state signal acquisition module for acquiring the bypass state signal of the door not being fully open.

[0009] The control system further comprises a bypass signal system connected to the FAS system through a bypass switch, for issuing a door closing permission command when the signal system fails.

[0010] The FAS system is connected with a timing system, for timing when the train occupies the protection section of the fire door, and issuing an alarm when the FAS system does not receive the door closing permission signal after the timing ends.

[0011] A fire door linkage control method in rail transit, comprising

[0012] In the full-automatic unmanned system, the train operation is fully controlled by the signal system, and the closing of the fire door is controlled by the FAS system according to the fire alarm;

[0013] The signal system and the FAS system are linked for control, and the interactive control signals include:

[0014] The signal system transmits the following information to the fire door: a door closing permission command;

[0015] The fire door transmits the following information to the signal system: a door closing permission feedback state signal, a fire alarm state signal, a door fully open state signal, and a door not fully open bypass state signal;

[0016] The FAS system continuously provides the door fully open state to the signal system, and once the state is lost, the signal system controls the virtual protection signal machine to close; the signal system controls the train approaching or running below the fire door to stop.

[0017] When the signal system detects that the train does not occupy the protection section and the approach section of the fire door, the signal system sends a door closing permission command to the FAS system, receives the door closing permission feedback signal from the FAS system and verifies to ensure the correct transmission of the command; if a fire alarm signal is detected at this time, the FAS system can control the fire door to close immediately; when the door closing permission signal and the door closing permission feedback signal are inconsistent, the signal system closes the virtual protection signal machine and controls the train approaching or running below the fire door to stop.

[0018] After detecting that the moving authorized position of the train occupies the fire door protection section, the signal system cancels the command of allowing the door to be closed, after canceling the command of allowing the door to be closed, the FAS system starts the countdown and closes the door immediately after receiving the command of allowing the door to be closed. When the countdown ends, the FAS system still does not receive the command of allowing the door to be closed after the countdown ends, and then an alarm is given.

[0019] After the signal system fails, the bypass switch is used to establish the connection between the bypass signal system and the FAS system, so as to send the command of allowing the door to be opened to the FAS system through the bypass signal system after the signal system fails.

[0020] After the signal system sends the command of canceling the allowing door to be closed, the completely open state of the fire door is detected, if the fire door is in the completely open state, the virtual protection signal machine is opened, and the train is allowed to pass through, otherwise, the virtual protection signal machine is closed, and the train is prohibited to pass through.

[0021] The application has the advantages that: the linkage control between the automatic unmanned system and the FAS system of the fire door is suitable, the linkage safety control of the system fire door and the vehicle running is ensured, the automatic unmanned train and the fire door have a great influence on the actual effect of the automatic unmanned rail transit train after collision, and even a safety accident can be caused. The linkage control scheme provided by the application can effectively reduce the operation errors caused by human beings, improve the safety and reliability of operation, and has important value for promoting the further development of the rail transit industry in China. BRIEF DESCRIPTION OF DRAWINGS

[0022] The contents expressed by each drawing of the specification of the application and the marks in the drawings are briefly described as follows:

[0023] Figure 1 It is a connection schematic diagram of the signal system and the FAS of the fire door control system;

[0024] Figure 2 It is a schematic diagram of the train moving authorization occupying the protection section;

[0025] Figure 3 It is a connection schematic diagram of the allowing door to be closed command;

[0026] Figure 4 It is a control logic diagram of the fire door system;

[0027] Figure 5 It is a control logic diagram of the signal system. DETAILED DESCRIPTION

[0028] The specific embodiments of the application are further described in detail by comparing the drawings and the description of the optimal embodiments.

[0029] The application proposes a set of signal system and fire door control system linkage control interface scheme, that is, when a fire occurs, the fire door can be automatically closed in time to prevent the spread of the fire, and the state information of the fire door can be monitored in real time to ensure the driving safety of the fully automatic unmanned train. The main scenes realized are as follows:

[0030] In the normal mode, the train operation in the fully automatic unmanned system is completely controlled by the signal system without manual intervention. The closing of the fire door is controlled by the FAS system according to the fire alarm.

[0031] When the train approaches or is below the fire door, the fire door is prohibited from closing. Otherwise, the signal system should allow the fire door to close. When the signal system is under maintenance, a state signal should be provided to the FAS system to allow the fire door to close.

[0032] When the signal system controls the train to move forward, it should be determined whether the fire door is in the open state. If the open state of the fire door is lost, the signal system should control the train to stop in front of the fire door.

[0033] The technical scheme of the application is that the signal system sets virtual protection signal machines on both sides of the fire door, which can provide allow and prohibit passing signals for the operation of the train.

[0034] The information transmitted by the signal system to the fire door includes:

[0035] “Allow door closing” command

[0036] The information transmitted by the fire door to the signal system includes:

[0037] “Allow door closing feedback” state signal

[0038] “Fire alarm” state signal

[0039] “Door completely open” state signal

[0040] “Door not completely open bypass” state signal

[0041] Under normal circumstances, the fire door continuously provides the “door completely open” state to the signal system. Once this state is lost, the virtual protection signal machine is closed, and the train approaching or running below the fire door should be braked to stop. When the “door completely open” limit switch fails, in order not to affect the operation of the train, a separate “door not completely open bypass” state needs to be added to the signal system.

[0042] If there is no train occupying the protected section and the approach section of the fire door, the signal system sends the "allow door closing" command to the fire door, and at the same time receives the "allow door closing feedback" signal feedback by the fire door and verifies to ensure that the command transmission is correct. At this time, once a fire occurs, the FAS system can control the fire door to close immediately. If the "allow door closing" and "allow door closing feedback" signals are inconsistent, the signal system should close the virtual protection signal machine, and the train approaching or running under the fire door should be stopped by braking.

[0043] If the train's movement authority has occupied the protected section of the fire door, the signal system will cancel the "allow door closing" command. At this time, once a fire occurs, the fire door control system will start a countdown (e.g. 50s) and close the door immediately after receiving the "allow door closing" command. When the countdown ends, the fire door control system has not received the "allow door closing" command, then an alarm is given to remind the operator to check whether the train has cleared the protected section.

[0044] In order to shorten the length of the approach section, the speed of the train automatically driving through the fire door should be limited.

[0045] If the train is in manual driving mode without signal system protection, it needs to be protected by manually restoring the route. In this scenario, when manually restoring the route, the status of the fire door should be checked, and if the "door fully open" state is lost, the signal system will not allow it to be set. Once the manual route is set at the fire door, the signal system should cancel the "allow door closing" command.

[0046] If the signal system fails to give the "allow door closing" command, an external bypass switch is set to bypass the automatic command of the signal system, always allowing the fire door to close.

[0047] The signal system and the fire door interface circuit are realized through a safety relay, and the circuit is connected through a hard line. Each signal uses an independent double-break contact group, and the interface circuit is designed as "fail-safe".

[0048] As shown in Figure 1 The signal system and the fire door control system interface diagram, the signal system transmits the following information to the fire door: "allow door closing" command. The fire door transmits the following information to the signal system: "allow door closing feedback" status signal, "fire alarm" status signal, "door fully open" status signal, and "door not fully open bypass" status signal. When a fire occurs, the fire door control system sends the "fire alarm" information to the signal system to prompt the operator.

[0049] As shown in Figure 2As shown in the diagram, this is a schematic of train movement authorization for occupying a fire door protected section. When no train is approaching the fire door, the virtual protection signal is in the closed state, and the signal system continuously sends a "allow closing" command to the fire door. If a train occupies the trigger section, the signal system will determine whether to open the virtual protection signal based on the "door fully open" status of the fire door, and simultaneously withdraw the "allow closing" command.

[0050] In extreme cases, if a fire occurs while the signaling system is activating the virtual protective signal, requiring the fire doors to be closed, the signaling system cannot issue a "door closing permission" command until the train has cleared the protected section.

[0051] Based on the speed limit of the train from the trigger section to the fire door, calculate the distance from the trigger section to the fire door and the passage time. This time can be used as the basis for setting the maximum countdown.

[0052] like Figure 3 The diagram shows the interface for the "Allow Door Closing" command. Under normal circumstances, the "Allow Door Closing" command is automatically issued by the signaling system based on the train's position. In the event of a signaling system malfunction, an external bypass switch can be used to bypass the signaling system's output, ensuring that the fire door can close promptly in the event of a fire.

[0053] like Figure 4 As shown in the reference fire door system control logic diagram, in the event of a fire, the fire door control system will start a countdown (e.g., 50 seconds) and immediately close the door upon receiving a "permission to close" command. If the countdown reaches zero and the fire door control system has not yet received a "permission to close" command, it will sound an alarm to remind operators to check whether the train has cleared the protected area.

[0054] like Figure 5 As shown in the signal system control logic diagram, when a train occupies the trigger section, the signal system begins to determine whether to cancel the "allow door closing" command and whether to open the virtual protective signal to allow the train to pass through the protective gate. When the train's movement authorization or manual route occupies the protected section, the signal system will cancel the "allow door closing" command. Simultaneously, based on the status of the fire door, it determines whether to open the virtual protective signal. When the signal system malfunctions, an external maintenance bypass switch will continuously issue the "allow door closing" command.

[0055] This application presents a linkage control scheme to achieve automatic control of fire doors, effectively reducing the risk of human error and improving operational safety and reliability. It is of great value in promoting the further development of fully automated driverless rail transit.

[0056] Obviously, the specific implementation of this invention is not limited to the above-described methods. Any non-substantial improvements made using the inventive concept and technical solution of this invention are within the protection scope of this invention.

Claims

1. A fire door linkage control system for rail transit, characterized in that: It includes a signaling system and a fire alarm system (FAS); the signaling system is used for fully automatic unmanned control of train operation; the FAS system is used for controlling the opening and closing of fire doors based on fire alarm signals; the signaling system is connected to the FAS system to realize the linkage control between the signaling system and the FAS system. The FAS system continuously provides the signaling system with the "door fully open" status. Once this status is lost, the signaling system controls the virtual protective signal to close, and the signaling system controls trains approaching or running under the fire door to brake and stop.

2. The fire door linkage control system in rail transit as described in claim 1, characterized in that: The signal system sends a door-closing permission command to the FAS system based on the vehicle's operating status; The FAS system is used to send feedback signals indicating that the door can be closed, fire alarm status, door is fully open, and door is not fully open (bypass status) to the signaling system.

3. The fire door linkage control system in rail transit as described in claim 1 or 2, characterized in that: The FAS system is equipped with a limit switch to detect the state signal of the door being fully open, and a separate bypass state signal acquisition module for the door not being fully open is set up to acquire the bypass state signal of the door not being fully open.

4. The fire door linkage control system in rail transit as described in claim 1 or 2, characterized in that: The control system also includes a bypass signal system, which is connected to the FAS system via a bypass switch and is used to issue a door closing command when the signal system fails.

5. The fire door linkage control system in rail transit as described in any one of claims 1-4, characterized in that: The FAS system is connected to the timing system and is used to keep track of when the train occupies the protected section of the fire door. If the FAS system does not receive a signal to allow the door to close after the timing has ended, it will issue an alarm.

6. A method for linkage control of fire doors in rail transit, characterized in that: include In a fully automated driverless system, train operation is entirely controlled by the signaling system; the closing of fire doors is controlled by the FAS system based on fire alarms. The signal system and the FAS system are linked for control, and their interactive control signals include: The signaling system transmits the following information to the fire door: "Door closing permission" command; The information transmitted by fire doors to the signal system includes: "Door closing feedback" status signal, "Fire alarm" status signal, "Door fully open" status signal, and "Door not fully open bypass" status signal. The FAS system continuously provides the signaling system with the "door fully open" status. Once this status is lost, the signaling system controls the virtual protective signal to close, and the signaling system controls trains approaching or running under the fire door to brake and stop.

7. A method for linkage control of fire doors in rail transit as described in claim 6, characterized in that: When the signaling system detects that the train's position does not occupy the fire door protection zone or the approach zone, the signaling system sends a "door closing permission" command to the FAS system. At the same time, it receives and verifies the "door closing permission feedback" signal from the FAS system to ensure that the command is transmitted correctly. If a fire alarm signal is detected at this time, the FAS system controls the fire door to close immediately. When the "door closing permission" and "door closing permission feedback" signals are inconsistent, the signaling system shuts down the virtual protective signal and controls trains approaching or running under the fire door to brake and stop.

8. The fire door linkage control method in rail transit as described in claim 7, characterized in that: After detecting that the train's authorized movement position occupies the fire door protection section, the signal system cancels the "allow door closing" command. After the "allow door closing" command is canceled and a fire signal is detected, the FAS system starts a countdown and closes the door immediately upon receiving the "allow door closing" command. If the FAS system still does not receive the "allow door closing" command after the countdown ends, it will issue an alarm.

9. A method for linkage control of fire doors in rail transit as described in claim 8, characterized in that: After a signal system failure, a bypass switch is used to establish a connection between the bypass signal system and the FAS system. This allows the bypass signal system to send a door opening command to the FAS system after a signal system failure.

10. A method for linkage control of fire doors in rail transit as described in claim 8, characterized in that: After the signaling system issues a command to revoke permission to close the door, it checks whether the fire door is fully open. If the fire door is fully open, it opens the virtual protection signal to allow the train to pass; otherwise, it closes the virtual protection signal to prohibit the train from passing.

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