A method for protecting the safety interval of an incoming train

Abstract

The application discloses a kind of into section train safety interval protection method, solve the deficiency of prior art, including the setting of into section protection area and the control method of train into into section protection area, the control method of train into into section protection area includes: before train enters into section protection area, if meeting control condition, ZC will mobile authorization be set to into section protection area boundary;Into section protection area is set in hard wall fence protection, and ZC is handled according to hard wall fence protection mode to the VB tracking processing of train that has completely entered into section protection area;If train has entered into section protection area, ZC judges that there is other train in addition to the train in into section protection area, and when the current train running direction and into section protection area protection direction are consistent, then ZC commands the train on-board CC to apply emergency brake control train stop.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a method for protecting the safe interval of trains entering the depot. Background Technology

[0002] In existing technology, CBTC areas are covered by communication equipment, while non-CBTC areas are not. During the process of a communication train moving from a CBTC area to a non-CBTC area, the communication train will be downgraded to a non-communication train due to the lack of trackside communication equipment coverage. This prevents the communication train behind from maintaining the moving block system for train separation protection between the downgraded non-communication train ahead. In current practices, if the dangerous area ahead is a train that cannot report its position effectively, the signaling system should reserve a certain distance and at least one empty physical section when calculating the movement authorization for the following train. However, when the train enters the depot, if it has already entered the switching track and is running in RM mode (non-automated depots must switch to RM mode before the train enters the depot) in the direction of entering the depot, the CC will actively disconnect from the ZC, and the train will be downgraded to a non-communication train.

[0003] In existing technologies, for non-automated depots / parking lots, to achieve safe separation between closely tracking trains during the entry process, an additional axle counter is needed on each entry path to prevent EB (Extremely Larger) events from following trains when the preceding train becomes a non-communication train. Existing technologies require a large number of axle counters, and if the interval between this axle counter and the axle counter at the transition rail entrance is too large, it will severely affect the efficiency of entering the depot / parking lot. If the interval is too small, it will lead to waste of axle counting equipment. Figure 2 As shown in the figure, when two communication trains are traveling towards a non-CBTC area in close pursuit, in order to avoid the following train having to brake suddenly due to the preceding train being downgraded to a non-communication train, an axle counting point W1103 is set before the transition area (such as the switching rail) into the non-CBTC area, as shown in the figure below. When ZC determines that there is a train (whether it is a communication train or a non-communication train) at T1102, the switching rail, or the CBTC entrance area, the movement authorization calculated by ZC for the following train will not exceed the axle counting point W1103, so as to prevent the following train from having an EB after the preceding train becomes a non-communication train. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of existing technologies, which require a large number of axle counting points to be set up during the process of a communication train moving from a CBTC area to a non-CBTC area. Furthermore, if the interval between the axle counting point and the axle counting point at the entrance of the switching track is set too large, it will seriously affect the efficiency of entering the depot / yard. If the interval between the axle counting point and the axle counting point at the entrance of the switching track is set too small, it will lead to waste of axle counting equipment. This invention provides a method for protecting the safe interval of trains entering the depot.

[0005] The objective of this invention is achieved through the following technical solution: A method for ensuring safe intervals between trains entering a depot includes setting up a depot protection zone and a method for controlling trains entering the depot protection zone, wherein... The setting of the entry protection zone includes: Step 1: Enter information for the entry protection zone; Step 2: Set the starting position of the protection zone according to the entered information. The starting position is offset from the line segment where the starting point is located. The distance between the offset point and the axis counting point of the conversion track is greater than the tracking interval buffer distance when the non-communication vehicle and the communication vehicle are tracking. The control methods for trains entering the depot's protected area include: Step 3: Before the train enters the depot protection zone, if the control conditions are met, ZC will set the movement authorization to the boundary of the depot protection zone. Step 4: Set up hard wall fence protection within the depot protection area. ZC will handle VB tracking of trains that have completely entered the depot protection area in the same way as the hard wall fence protection method. Step 5: If the train has entered the depot protection zone, and ZC determines that there are other trains in the depot protection zone besides this train, and the current train's running direction is consistent with the protection direction of the depot protection zone, then ZC commands the train's onboard CC to apply emergency braking to stop the train.

[0006] In this scheme, CBTC represents a communication-based automatic train control system, CC represents an onboard controller, and ZC represents a zone controller.

[0007] Preferably, the information entered into the protection zone includes the line segments contained in the protection zone, the line segment offset, the direction of protection of the protection zone, and the number of trains protected by the protection zone.

[0008] Preferably, the control method for trains entering the depot protection zone further includes step 6. After receiving an emergency stop order, the onboard control (CC) of the train will bring the train to an emergency stop. If the train is no longer within the depot's protection zone after stopping, it will continue to run after the emergency stop order (EB) is released. If the train is still within the depot's protection zone after stopping, the signaling system will prohibit the train from moving within the depot's protection zone. Only after other trains within the depot's protection zone have left the area can the signal control (ZC) continue to calculate the movement authorization for the train.

[0009] Preferably, step 2 is replaced by: setting the starting position of the protection zone, the offset of the starting position from the line segment where the starting point is located, and the distance of the offset point from the axis point of the conversion track is equal to the tracking interval buffer distance when the non-communication vehicle and the communication vehicle are tracking.

[0010] Preferably, in step 3, the control conditions include: There is already one or more trains within the depot's protection zone; the current train's direction of travel is consistent with the protection direction of the depot's protection zone. When any condition is not met, the calculation of ZC movement authorization is not limited to the inbound protection zone.

[0011] Preferably, each entry protection zone corresponds to one and only one entry path, and entry paths do not share entry protection zones.

[0012] Preferably, in step 4, ZC processes the VB tracking of trains that have fully entered the depot protection area in accordance with the hard wall fence protection method. Specifically, the VB envelope of a train that is fully within the depot protection area cannot cross the boundary point of the depot protection area that requires hard wall fence protection.

[0013] The beneficial effects of this invention are: This invention, through the aid of route map design, can achieve safe interval protection for trains entering the depot, and effectively solve the impact of the train being downgraded to a non-communication train when the preceding train leaves the CBTC area during the entry process on the operation of the following train. This invention reduces the number of shaft counting devices used to solve the same problem, effectively reducing equipment purchase costs and subsequent maintenance and repair costs; This invention, through the minimization of the entry protection area, can maximize entry efficiency and shorten the tracking interval between communication vehicles and non-communication workshops during the entry process. The signal system processing method involved in this invention is simple and can optimize the solution to the problem without affecting the operation and tracking of existing trains. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the process of the safety interval protection method for trains entering the depot according to the present invention; Figure 2This is a schematic diagram of the existing technology for train entry into the depot. Detailed Implementation

[0015] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0016] Example: A method for ensuring safe intervals for trains entering the depot, such as Figure 1 As shown, this includes the setup of the depot entry protection zone and the control method for trains entering the depot entry protection zone, wherein, The setting of the entry protection zone includes: Step 1: Enter information for the entry protection zone; The specific information to be entered is shown in the table below: Step 2: Set the starting position of the protected area based on the entered information. The starting position is offset from the line segment where the starting point is located. The distance from the offset point to the axle counting point of the conversion track is greater than the tracking interval buffer distance when the non-communication vehicle and the communication vehicle are tracking. Figure 1 For example, the starting point of the protection zone for entering the section is offset from the starting point of the offline section T1102. The distance between the starting point offset point and the track switching axle point W1105 should be greater than the tracking interval buffer distance when the non-communication car and the communication car are tracking (this distance is not less than the safe braking distance length corresponding to the emergency braking triggered under the maximum speed limit in RM mode). If the entry efficiency is to be maximized, the distance between the starting point offset point and the track switching axle point W1105 should be designed to be minimized, that is, the value should be the buffer distance.

[0017] The control methods for trains entering the depot's protected area include: Step 3: Before the train enters the depot protection zone, if the control conditions are met, ZC will set the movement authorization to the boundary of the depot protection zone. Step 4: Set up hard wall fence protection within the depot protection area. ZC will handle VB tracking of trains that have completely entered the depot protection area in the same way as the hard wall fence protection method. Step 5: If the train has entered the depot protection zone, and ZC determines that there are other trains in the depot protection zone besides this train, and the current train's running direction is consistent with the protection direction of the depot protection zone, then ZC commands the train's onboard CC to apply emergency braking to stop the train.

[0018] In this scheme, CBTC represents a communication-based automatic train control system, CC represents an onboard controller, and ZC represents a zone controller.

[0019] The information entered into the protection zone includes the line segments contained in the protection zone, the line segment offset, the direction of protection of the protection zone, and the number of trains protected by the protection zone.

[0020] The aforementioned control method for trains entering the depot protection zone also includes step 6. After receiving an emergency stop order, the onboard control (CC) of the train will bring the train to an emergency stop. If the train is no longer within the depot's protection zone after stopping, it will continue to run after the emergency stop order (EB) is released. If the train is still within the depot's protection zone after stopping, the signaling system will prohibit the train from moving within the depot's protection zone. Only after other trains within the depot's protection zone have left the area can the signal control (ZC) continue to calculate the movement authorization for the train.

[0021] In step 3, the control conditions include: There is already one or more trains within the depot's protection zone; the current train's direction of travel is consistent with the protection direction of the depot's protection zone. When any condition is not met, the calculation of ZC movement authorization is not limited to the inbound protection zone.

[0022] Each entry protection zone corresponds to one and only one entry path, and entry paths do not share entry protection zones.

[0023] In step 4, ZC handles the VB tracking of trains that have fully entered the depot protection area in accordance with the hard wall fence protection method. Specifically, the VB envelope of a train that is fully within the depot protection area cannot cross the boundary point of the depot protection area that requires hard wall fence protection.

[0024] This invention, through the aid of route map design, can achieve safe interval protection for trains entering the depot, and effectively solve the impact of the train being downgraded to a non-communication train when the preceding train leaves the CBTC area during the entry process on the operation of the following train. This invention reduces the number of shaft counting devices used to solve the same problem, effectively reducing equipment purchase costs and subsequent maintenance and repair costs; This invention, through the minimization of the entry protection area, can maximize entry efficiency and shorten the tracking interval between communication vehicles and non-communication workshops during the entry process. The signal system processing method involved in this invention is simple and can optimize the solution to the problem without affecting the operation and tracking of existing trains.

[0025] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the embodiments disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein.

[0026] It should be understood that this application is not limited to the illustrations described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A method for protecting the safety interval of trains entering the depot, characterized in that, This includes the establishment of the depot entry protection zone and the control methods for trains entering the depot entry protection zone, among which, The setting of the entry protection zone includes: Step 1: Enter information for the entry protection zone; Step 2: Set the starting position of the protection zone according to the entered information. The starting position is offset from the line segment where the starting point is located. The distance between the offset point and the axle point of the conversion track is greater than the tracking interval buffer distance when the non-communication vehicle and the communication vehicle are tracking. The tracking interval buffer distance is not less than the safe braking distance length corresponding to the emergency braking triggered under the maximum speed limit in RM mode. The control methods for trains entering the depot's protected area include: Step 3: Before a train enters the depot protection zone, if there is already one or more trains in the depot protection zone and the current train's running direction is consistent with the protection direction of the depot protection zone, ZC will set the movement authorization to the boundary of the depot protection zone; when any condition is not met, the calculation of ZC's movement authorization is not limited to the depot protection zone. Step 4: Set up hard wall fence protection within the depot protection area. ZC will handle VB tracking of trains that have completely entered the depot protection area in the same way as the hard wall fence protection method. Step 5: If the train has entered the depot protection zone, and ZC determines that there are other trains in the depot protection zone besides this train, and the current train's running direction is consistent with the protection direction of the depot protection zone, then ZC commands the onboard CC of the train to apply emergency braking to stop the train. Step 6: After receiving the emergency stop command, the onboard CC controls the train to stop by emergency braking. If the train is no longer within the depot's protection zone after stopping, it can continue running after the EB is released. If the train is still within the depot's protection zone after stopping, the signaling system prohibits the train from moving within the depot's protection zone. Only after other trains within the depot's protection zone have left the area can the ZC continue to calculate the movement authorization for the train.

2. The method for protecting the safety interval of trains entering the depot according to claim 1, characterized in that, The information entered into the protection zone includes the line segments contained in the protection zone, the line segment offset, the direction of protection of the protection zone, and the number of trains protected by the protection zone.

3. A method for protecting the safety interval of trains entering the depot according to claim 1 or 2, characterized in that, Step 2 is replaced by: setting the starting position of the protection zone, the offset of the starting position from the line segment where the starting point is located, and the distance of the offset point from the axis point of the conversion track is equal to the tracking interval buffer distance when the non-communication vehicle and the communication vehicle are tracking.

4. A method for protecting the safety interval of trains entering the depot according to claim 1 or 2, characterized in that, Each entry protection zone corresponds to one and only one entry path, and entry paths do not share entry protection zones.

5. A method for protecting the safety interval of trains entering the depot according to claim 1 or 2, characterized in that, In step 4, ZC processes the VB tracking of trains that have fully entered the depot protection area in accordance with the hard wall fence protection method. Specifically, the VB envelope of a train that is fully within the depot protection area cannot cross the boundary point of the depot protection area that requires hard wall fence protection.

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