Train control transponder message setting method and system

Abstract

The present application relates to train operation control system technical field, specifically relates to a kind of train control transponder message setting method and system, method includes the following steps: in the case where there is map fixed transfer line operation in dead-end and multi-directional receiving and sending station, if the distance of the CZ transponder group set in main line of station is greater than the distance preset by part of vehicle-mounted equipment type, then supplement the line data between CZ active transponder and exit signal machine in CTCS-1 information.The method of the present application supplements the line data between CZ active transponder and exit signal machine, so that the train always operates in fully monitored mode with high efficiency and high safety, and will not be converted into partially monitored mode with low efficiency and dangerous side due to the lack of transponder information, resulting in the train stopping due to the triggering of the vehicle-mounted equipment during transfer line in the throat area.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of train operation control system, and particularly relates to a train control transponder message setting method and system. BACKGROUND

[0002] Currently, since the CTCS-2 level high-speed railway main line mostly handles passing route, there is no diagram transfer line operation, and the main line track control information is sent by the incoming transponder group

JZ

CZ

CZ

CZ

[0003] When the outgoing signal machine is opened, the active transponder of the transponder group

CZ

CTCS-1

[0004] D_SIGNAL: the distance from the starting point of the track section described by the transponder;

[0005] NID_SIGNAL: signal machine or signal point type;

[0006] NID_FREQUENCY: track section carrier frequency;

[0007] L_SECTION: track section length.

[0008] An example of the track section information package

CTCS-1

CZ

CTCS-1

CZ

CZ

[0009] The above information is defined as follows:

[0010] D_SIGNAL=20m<D≤160m;

[0011] NID_SIGNAL: no signal machine;

[0012] NID_FREQUENCY: 1700-2;

[0013] L_SECTION: 200m.

[0014] NID_SIGNAL: No signal machine;

[0015] NID_FREQUENCY: 2300-2;

[0016] L_SECTION: 150m.

[0017] For the case of setting a diagrammatic transfer track for a terminal and multi-directional receiving station, the existing problem is that in order to improve the train to quickly turn into a complete monitoring mode when the train departs, a

CZ

CZ

CZ

CTCS-1

[0018] In view of the problem that due to the distance between the

CZ

[0019] In order to achieve the above-mentioned application purposes, the present application provides the following technical solutions:

[0020] A train control transponder message setting method, comprising the following steps:

[0021] In the case of a diagrammed shunting operation at a dead-end and multi-directional delivery station, if the distance between the CZ transponder group set on the main line of the station and the departure signal machine is greater than the preset distance of the type of part of the vehicle-mounted equipment, the line data between the CZ active transponder and the departure signal machine is supplemented in the track section information package.

[0022] As a preferred solution, the preset distance is M, 120m≤M≤160m.

[0023] As a preferred solution, the line data between the CZ active transponder and the departure signal machine includes the distance to the starting point of the track section described by the transponder, the type of signal machine or signal point, the track section carrier frequency and the track section length, and the distance to the starting point of the track section described by the transponder is the distance between the transponder and the departure signal machine.

[0024] As a preferred solution, the distance L to the starting point of the track section described by the transponder is in the range of 0≤L≤Lx, and Lx is determined according to the type of the train-mounted equipment.

[0025] As a preferred solution, Lx=120m.

[0026] As a preferred solution, the track section length D is in the range of 20m<D≤160m.

[0027] As a preferred solution, the track section carrier frequency includes the down-line carrier frequencies 1700 and 2300, and the up-line carrier frequencies 2000 and 2600.

[0028] As a preferred solution, the track section carrier frequency also includes a derived carrier frequency.

[0029] Based on the same concept, a train control transponder message setting system is also proposed, comprising at least one processor, and a memory in communication connection with the at least one processor; the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to execute any one of the above train control transponder message setting methods.

[0030] Based on the same concept, a computer readable storage medium is also proposed, which stores a computer program, and the computer program is executed by a processor to implement any one of the above train control transponder message setting methods.

[0031] Compared with the prior art, the application has the following beneficial effects:

[0032] By using the method of the application, the following problems are solved: when there is a diagrammatic transfer operation in a terminal type and multi-directional receiving and sending station, if the distance between the CZ active transponder and the exit signal machine is greater than 120 m and less than or equal to 160 m, the train-mounted equipment cannot receive the information of the next section within the set distance, the train is converted from the full monitoring mode to the partial monitoring mode, when running to the up-down line transfer point, the train-mounted equipment cannot receive the carrier frequency to be switched, according to the logic of the train-mounted equipment, it is converted from coded to uncoded, it is judged as a dangerous side, and then the brake is triggered to stop. The line data between

CZ

[0033] Figure 1 For the ordinary station transponder group and signal machine layout diagram in the background art of the application without diagrammatic transfer operation;

[0034] Figure 2 For the transponder group and signal machine layout diagram of the terminal station in the background art of the application with diagrammatic transfer operation;

[0035] Figure 3 For the schematic diagram of the active transponder of

CZ

CTCS-1

[0036] Figure 4 For the train operation schematic diagram with up line and down line switching transfer points in the presence of diagrammatic transfer in the background art of the application. DETAILED DESCRIPTION

[0037] The application will be further described in detail below in combination with embodiments and specific implementation manners. However, it should not be understood that the scope of the above-mentioned subject matter of the application is limited to the following embodiments only, and any technology realized based on the content of the application belongs to the scope of the application.

[0038] Embodiment 1

[0039] The source of solving the above-mentioned problems is to keep the motor train unit in the full monitoring mode, which can predict the front section information and the up-down line switching point, and the train-mounted equipment can automatically switch to avoid triggering the brake. If the information in

CTCS-1

CZ

CTCS-1

[0040] A train control transponder message setting method, comprising the following steps:

[0041] In the case of a terminal and multi-directional transfer station with a fixed transfer line, if the distance between the CZ transponder group and the departure signal machine is greater than the preset distance of the partial train-mounted equipment type, the line data between the CZ active transponder and the departure signal machine is supplemented in the track section information package. The method of the present application supplements the line data between the CZ active transponder and the departure signal machine.

[0042] As a preferred solution, the preset distance is M, 120m≤M≤160m.

[0043] As a preferred solution, the line data between the CZ active transponder and the departure signal machine includes the distance to the track section start point described by the transponder, the signal machine or signal point type, the track section carrier frequency, and the track section length, and the distance to the track section start point described by the transponder is the distance between the transponder and the departure signal machine.

[0044] As a preferred solution, the distance to the track section start point described by the transponder L has a value range of 0≤L≤Lx, and Lx is determined according to the type of train-mounted equipment.

[0045] As a preferred solution, Lx=120m.

[0046] As a preferred solution, the track section length D has a value range of 20m<D≤160m.

[0047] As a preferred solution, the track section carrier frequency has a value including down-line carrier frequencies 1700 and 2300, and up-line carrier frequencies 2000 and 2600.

[0048] As a preferred solution, the track section carrier frequency also includes derived carrier frequencies, which are represented by -1 and -2, and the down-line derived carrier frequencies are 1700-1, 1700-2, 2300-1, and 2300-2, and the up-line derived carrier frequencies are 2000-1, 2000-2, 2600-1, and 2600-2.

[0049] As a specific embodiment, the line data between the

CZ

CTCS-1

[0050] D_SIGNAL=0;

[0051] NID_SIGNAL: The departure signal machine of the transponder group;

[0052] NID_FREQUENCY: 2300-1;

[0053] L_SECTION: 20m<D≤160m.

[0054] Supplementing the above line data does not affect other parts of

CTCS-1

[0055] NID_SIGNAL: No signal;

[0056] NID_FREQUENCY: 1700-2;

[0057] L_SECTION: 200m.

[0058] NID_SIGNAL: No signal;

[0059] NID_FREQUENCY: 2000-1;

[0060] L_SECTION: 120m.

[0061] : No signal;

[0062] NID_FREQUENCY: 2600-1;

[0063] L_SECTION: 160m.

[0064] Finally, it should be noted that the above detailed description of the embodiments is only the preferred practice of the application, and cannot limit the scope of the application. The technical solutions described in the above embodiments are equivalent to each other, and do not make the essence of the corresponding technical solution deviate from the scope of the technical solutions of the embodiments of the application, which should be covered in the scope of the claims and description of the application.

Claims

1. A method for setting messages for a train control transponder, characterized in that, Includes the following steps: In the case of scheduled track switching operations at high-speed railway stations with dead-end and multi-directional train arrival and departure gates, if the distance between the CZ transponder group installed on the main line of the station and the departure signal is greater than the preset distance for some types of onboard equipment, then the track section information package will be supplemented with the line data between the CZ active transponder and the departure signal. The preset distance is M, where 120m ≤ M ≤ 160m; The line data between the CZ active transponder and the departure signal includes the distance to the starting point of the track section described by the transponder, the type of signal or signal point, the track section carrier frequency, and the track section length. The distance to the starting point of the track section described by the transponder is the distance between the transponder and the departure signal. The distance L from the starting point of the track section described by this transponder is in the range of 0 ≤ L ≤ Lx, where Lx is determined according to the type of train onboard equipment. Lx=120m; The length D of the track section is within the range of 20m. <D≤160m。 2. The train control transponder message setting method as described in claim 1, characterized in that, The carrier frequency values ​​for the track section include downlink carrier frequencies of 1700 and 2300, and uplink carrier frequencies of 2000 and 2600.

3. The train control transponder message setting method as described in claim 1, characterized in that, The values ​​of the carrier frequencies for the track sections also include derived carrier frequencies.

4. A train control transponder message setting system, characterized in that, It includes at least one processor and a memory communicatively connected to the at least one processor; the memory stores instructions executable by the at least one processor, which, when executed by the at least one processor, enable the at least one processor to perform a train control transponder message setting method according to any one of claims 1 to 3.

5. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements a train control transponder message setting method as described in any one of claims 1 to 3.

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