Movement blocking control method, system and equipment for bifurcated track and medium
By configuring 'red-yellow-white' and 'red-blue-white' signal and transponder groups with appropriate signal spacing in the middle turnout track scenario, and combining the coordinated control of RBC and TIS, the safety risks of train continuation after the opening of the diverging turnout in the moving block system and the problem of insufficient train operation permission at the time of departure were solved, thus realizing safe and efficient middle turnout track management.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-12-22
- Publication Date
- 2026-04-07
AI Technical Summary
Existing moving block systems have safety risks and functional defects in the scenario of switchbacks where trains can continue to travel after the switchbacks are unlocked, and the train departure permits cannot cover the issues, resulting in safety and availability problems.
Different signal and transponder groups are configured under different signal spacing conditions, including 'red-yellow-white' signals and 'red-blue-white' signals. Combined with active and passive transponders, and through the coordinated control of RBC, TIS and train control system, the safety management of branch switches and the flexible control of train operation permits can be realized.
It effectively solves the safety risks of trains continuing to run after the diverging turnout is unlocked, realizes safe and efficient train departure from the middle turnout track, reduces reliance on manual intervention, and improves the reliability and flexibility of the system.
Smart Images
Figure CN121799472A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of rail transit, and in particular to a method, system, equipment and medium for controlling moving block signaling on a turnout track. Background Technology
[0002] The branching turnouts on arrival and departure lines are also called intermediate turnouts. If intermediate turnouts are controlled by centralized electrical control, the additional connecting circuit required is called the arrival / departure line branching circuit.
[0003] When the shunting track and the arrival / departure track are adjacent, shunting operations in the throat area require increased turnaround time; or when branch lines such as dedicated lines and freight yards are parallel to the station, connecting them in the station throat area would inevitably lead to a surge in engineering investment and result in long travel distances. Generally, a more economical design is adopted, which is to connect the shunting track, dedicated line, and freight yard through an intermediate turnout on the station track, thus forming the arrival / departure track branching circuit, which is more common in conventional railways.
[0004] The design of traditional arrival / departure line turnout circuits is closely coupled with computer interlocking technology. Its core logic is clearly defined by relevant technical standards, such as TB / T 3027-2015 "Technical Conditions for Computer Interlocking of Railway Stations". Figure 1 As shown, these logics mainly include: 1. Arrange receiving routes on arrival and departure lines with diverging switches, or arrange departure routes on arrival and departure lines with diverging switches. The diverging switches should automatically switch to the designated positions and lock before the entry or exit signals can be opened.
[0005] 2. When the shunting signal protecting the diverging turnout is open, the receiving route to the arrival / departure track cannot be established, but the departure route can be established.
[0006] 3. The unlocking of branch switches during train reception should meet the following requirements: a) All trains enter the arrival / departure tracks and pass through the branch switches in sequence; the branch switches should unlock automatically. b) If all trains have entered the arrival / departure tracks but have not entered the diverging turnout section, the diverging turnout should be unlocked after a 3-minute delay. c) When all trains enter the arrival / departure track and occupy the branch turnout section, the branch turnout should be automatically unlocked after a 3-minute delay and after the trains have cleared the track. d) Cancel or manually unlock departure routes; branch switches and departure routes should be unlocked simultaneously.
[0007] 4. The unlocking of branch switches during train departure shall meet the following requirements: a) Once all departing trains have cleared the arrival and departure tracks, the diverging switches should be automatically unlocked immediately. b) When there are cars in a non-switching section, the branching turnout can only be unlocked after the train has cleared the first section inside the departure signal. c) Cancel or manually unlock the departure route; the branch turnout and departure route should be unlocked simultaneously. When a train occupies the branch turnout section, the section should remain locked.
[0008] When the above logic is applied to CTCS-0 level lines with low automation, safety enhancements rely on train management methods. For example, during train arrival, if the train has entered the arrival / departure tracks but has not yet entered the branch turnout section, the branch turnout will automatically unlock after a 3-minute delay. If the train continues to move forward at this time, it will pass through the unlocked branch turnout (the shunting blue light protecting the branch turnout does not obstruct the train), posing a safety risk. In this case, the duty officer must manually lock the branch turnout individually, or stipulate that the train must not continue forward. When arranging departure routes, the branch turnout should automatically switch to the designated position and lock. However, since the branch turnout is not within the route range (from the start to the end of the route), the route locking method cannot be used; instead, a protective locking method (similar to a single lock) is used. This method is acceptable on lower-level lines, but its safety largely depends on strict manual intervention and management procedures.
[0009] The existing moving block system controls train operation by distributing movement orders (MA) wirelessly through the Radio Block Center (RBC). In the event of RBC failure, it can switch to a point-based backup control method, where train operation is controlled by messages sent by transponder groups, without coded information. The project follows the common arrival / departure track turnout circuit design, which involves installing "blue and white" shunting signals to protect the turning points on the arrival / departure tracks, without configuring active transponder groups. However, this combined design has been assessed to have the following unacceptable risks: 1. Safety risks of train continuation after the branch turnout is unlocked during train reception: Because the shunting signal protecting the branch turnout uses a "blue and white" mechanism, it is not the legal stopping point for trains. If the RBC sets the MA endpoint at the shunting signal protecting the branch turnout, there are two problems: first, the train cannot approach the departure signal to stop, and the effective length of the track is not fully utilized; second, after the departure signal is opened, the MA cannot be extended, and the train cannot cross the middle turnout section. This defect is unacceptable. If the MA endpoint is set at the departure signal, although it is more reasonable, there is a risk that after the middle turnout section is unlocked, the MA cannot retract to the shunting signal protecting the branch turnout, and the train may continue to pass through the unlocked branch turnout. Although this can be partially mitigated by strengthening train management (such as manual intervention), the risk is not eliminated.
[0010] 2. Functional Defect in Departure Scenario: During departure, due to the design logic of traditional departure turnout circuits, the Train Control and Interlocking System (TIS) does not send a Manual (MA) containing the signal to cross the branch turnout to the Train Control Block (RBC). This prevents the train from obtaining permission to continue, thus hindering its ability to cross the branch turnout and completing the departure operation. This defect represents a system-level functional incompatibility, severely impacting basic availability, and is unacceptable.
[0011] In summary, when existing arrival / departure track branching circuit schemes are applied to moving block systems, there are safety risks such as derailment and track derailment that may occur when trains continue to travel after the branching turnout is unlocked. Furthermore, the "human-based" reinforcement measures that rely on manual intervention are usually unacceptable to users. There is also a systemic defect that the departure function cannot be realized. Therefore, it is urgent to innovate from a technical perspective to achieve safe and efficient integration of moving block systems with arrival / departure track branching scenarios.
[0012] The statements herein provide only background information in relation to this invention and do not necessarily constitute prior art. Summary of the Invention
[0013] The purpose of this invention is to provide a moving block control method for a turnout track to solve the safety risks of train continuation after the turnout section is unlocked when a train is received in a moving block section, as well as the availability problem that the train operation permit cannot cover the branch turnout when the train departs.
[0014] To achieve the above objectives, the present invention provides a moving block control method for a mid-spindle track, comprising: S1. Determine whether the signal spacing is greater than or equal to a preset distance threshold. If the signal spacing is greater than or equal to the distance threshold, proceed to step S2; if the signal spacing is less than the distance threshold, proceed to step S3. The signal spacing refers to the distance between two adjacent train signals in the same direction; S2. Traffic control is achieved by using red, yellow and white traffic signals and transponder groups that include active transponders. The signal display of the "red, yellow, and white" signal is as follows: when the signal is closed, a red light is displayed, prohibiting trains and shunting vehicles from passing the "red, yellow, and white" signal; when shunting routes are being arranged, a white light is displayed, allowing shunting vehicles to pass the "red, yellow, and white" signal; when train routes are being arranged, a yellow light is displayed, allowing trains to pass the "red, yellow, and white" signal. S3. Traffic control is achieved by using red, blue and white traffic signals and transponder groups that include active transponders. The signal display of the "red-blue-white" signal is as follows: when the signal is closed, a red light is displayed, prohibiting trains and shunting vehicles from passing the "red-blue-white" signal; when shunting routes are being arranged, a white light is displayed, allowing shunting vehicles to pass the "red-blue-white" signal; when train routes are being arranged, a blue light is displayed, which does not obstruct trains.
[0015] Optionally, in step S2, the "red, yellow, and white" signal is applicable to CTCS-N / point backup, CTCS-3 / CTCS-2, and CTCS-0 level train control systems.
[0016] Optionally, in the CTCS-N level train control system, the transmission of MA is controlled by RBC; In the point-to-back mode of CTCS-N, the transponder group sends corresponding messages based on the signal display of the "red, yellow, and white" signal controllers; In the CTCS-3 / CTCS-2 level train control system, the transponder group sends corresponding messages based on the signal display of the "red, yellow and white" signal lights; In the CTCS-3 / CTCS-2 and CTCS-0 level train control systems, TIS supports low-frequency encoding control based on the signal display of the "red, yellow and white" signal controllers.
[0017] Optionally, in the CTCS-N level train control system, when processing the receiving route on the near-end track, when the "red-yellow-white" signal displays a red light, the RBC sends the MA of the destination located at the "red-yellow-white" signal to the train, and the train cannot pass the "red-yellow-white" signal; When processing remote track receiving or departure routes, when the "red-yellow-white" signal turns yellow, the RBC sends a MA signal to the train that allows it to pass the "red-yellow-white" signal, and the train can pass the "red-yellow-white" signal and continue forward.
[0018] Optionally, in the point-to-point backup mode of CTCS-N, when processing the train receiving route on the near-end track, when the "red, yellow, and white" signal displays a red light, TIS controls the active transponder to send an absolute stop information packet CTCS-5 to the train. When processing remote track receiving or departure routes, when the "red, yellow, and white" signal turns yellow, the TIS controls the active transponder to send transponder link information packet ETCS-5, track speed information packet ETCS-27, and movement authorization information packet ETCS-12 to the train.
[0019] Optionally, in the CTCS-3 / CTCS-2 level train control system, when processing the receiving route of the near-end track, when the "red, yellow and white" signal shows a red light, the TIS controls the active transponder to send the absolute stop information packet CTCS-5, the shunting danger information packet ETCS-132, and the visual driving danger information packet ETCS-137. When processing remote track receiving or departure routes, when the "red, yellow, and white" signal turns on the yellow light, the TIS controls the active transponder to send the transponder link information packet ETCS-5, the track speed information packet ETCS-27, the track section information packet CTCS-1, and the temporary speed limit information packet CTCS-2.
[0020] Optionally, the transponder group also includes a passive transponder. When the "red, yellow, and white" signal displays a red light or an open yellow light, the passive transponder sends a line gradient information packet ETCS-21 corresponding to the route direction.
[0021] Optionally, in the CTCS-3 / CTCS-2 and CTCS-0 level train control systems, when processing a train receiving route on the near-end track, if the "red, yellow, and white" signal displays a red light when the train enters the near-end track, the TIS controls the throat section of the receiving route to send a HU code or a JC code, or not to send a code, and sends a HU code on the near-end track; and controls the station entry signal to open double yellow, and sends a UU code when approaching the station rail; When processing a remote track receiving route, when the train enters the remote track, the "red, yellow, and white" signal lights up yellow. The TIS controls the throat section of the receiving route to send a U code, a JC code, or no code, while the near track sends a U code. It also controls the station entry signal to turn on double yellow and sends a UU code when entering the station and approaching the rail. When processing a siding departure route, if the departure signal is green, TIS controls its approach rail to send a UU code; if the "red, yellow, white" signal is yellow, TIS controls its approach rail to send a U2 code.
[0022] Optionally, in step S3, the "red-blue-white" signal is applicable to CTCS-N / point backup, CTCS-3 / CTCS-2, and CTCS-0 level train control systems.
[0023] Optionally, in the CTCS-N level train control system, the transmission of MA is controlled by RBC; In the point-to-back mode of CTCS-N, the transponder group sends corresponding messages based on the signal display of the "red, blue and white" signal controllers; In the CTCS-3 / CTCS-2 level train control system, the transponder group sends corresponding messages based on the signal display of the "red, blue and white" signal controllers; In the CTCS-3 / CTCS-2 and CTCS-0 level train control systems, TIS supports low-frequency encoding control based on the signal display of the "red, blue and white" signal controllers.
[0024] Optionally, in the CTCS-N level train control system, when processing a short-distance train route, when the "red-blue-white" signal displays a red light, the RBC sends the MA of the destination located at the "red-blue-white" signal to the train, and the train cannot pass the "red-blue-white" signal; When processing a long-distance train route, when the "red-blue-white" signal turns blue, the RBC sends a MA signal to the train that it can pass the "red-blue-white" signal, and the train can pass the "red-blue-white" signal and continue forward.
[0025] Optionally, in the point-to-point backup mode of CTCS-N, when processing a short-distance train route, when the "red-blue-white" signal displays a red light, TIS controls the active transponder to send an absolute stop information packet CTCS-5 to the train. When processing long-distance train routes, when the "red-blue-white" signal turns on with the blue light, the TIS controls the active transponder to send the transponder link information packet ETCS-5, the line speed information packet ETCS-27, and the movement authorization information packet ETCS-12 to the train.
[0026] Optionally, in the CTCS-3 / CTCS-2 level train control system, when processing a short-distance car route, when the "red-blue-white" signal displays a red light, the TIS controls the active transponder to send an absolute stop information packet CTCS-5, a shunting hazard information packet ETCS-132, and a visual driving hazard information packet ETCS-137. When processing long-distance train routes, when the "red-blue-white" signal turns on the blue light, the TIS controls the active transponder to send the transponder link information packet ETCS-5, the track speed information packet ETCS-27, the track section information packet CTCS-1, and the temporary speed limit information packet CTCS-2.
[0027] Optionally, the transponder group also includes a passive transponder. When the "red-blue-white" signal displays a red light or an open yellow light, the passive transponder sends a line gradient information packet ETCS-21 corresponding to the route direction.
[0028] Optionally, in the CTCS-3 / CTCS-2 and CTCS-0 level train control systems, when processing a short-connection route, if the "red-blue-white" signal displays a red light, the TIS controls the throat section of the receiving route to send a HU code or a JC code or not to send a code, and sends a HU code on the near-end track; and controls the station entry signal to open double yellow, and sends a UU code on the approach rail to the station. When processing long-distance train routes, if the "red-blue-white" signal is in blue, the TIS controls the throat section of the train route to send a U code, a JC code, or no code, and sends a U code on the near-end track; and controls the station entry signal to open to double yellow, and sends a UU code when approaching the station rail.
[0029] To achieve the above objectives, the present invention also provides a moving block control system for a turnout track, used to implement the above-mentioned moving block control method for a turnout track. The system includes: TIS, RBC, route signal and transponder group. The transponder group includes active transponders and passive transponders, both of which are communicatively connected to the train; the active transponders are also connected to the TIS and send corresponding messages to the train under the control of the TIS; the passive transponders are activated when the train passes by and automatically send corresponding messages to the train. The TIS is communicatively connected to the route signal, active transponder, track circuit and its encoding device, and is used to obtain the display status of the route signal, control the active transponder to switch the message content, and control the track circuit to send low-frequency codes. The RBC is communicatively connected to the route signal and the train, respectively, to obtain the display status of the route signal, generate and send MA to the train; When the signal spacing is greater than or equal to the distance threshold, the route signal is configured as a "red-yellow-white" signal; when the signal spacing is less than the distance threshold, the route signal is configured as a "red-blue-white" signal.
[0030] To achieve the above objectives, the present invention also provides an electronic device, including a processor and a memory, wherein the memory stores a computer program, and when the computer program is executed by the processor, it implements the above-described method for controlling the moving block of a branch track.
[0031] To achieve the above objectives, the present invention also provides a computer-readable storage medium having a computer program stored thereon, wherein when the computer program is executed by a processor, the above-described method for controlling the moving block of a branch track is implemented.
[0032] Compared with the prior art, the present invention has at least the following beneficial effects: 1. For stations with signal spacing greater than or equal to the distance threshold, "red, yellow, and white" signals and active transponders are installed; for stations with signal spacing less than the distance threshold, "red, blue, and white" signals and active transponders are installed, adapting to the technical requirements of different signal spacings. This can resolve the risks of derailment and track derailment during train continuation after the diverging turnout is unlocked, and realize the operational requirements of full mode (FS) departure for the central turnout track.
[0033] 2. Regardless of whether it is the "red-yellow-white" signal scheme or the "red-blue-white" signal scheme, both the diverging turnouts are managed by the train route locking in the scenarios of receiving and departing trains. RBC and TIS can correctly identify the operator's intention and send the train operation permission that is compatible with the signal display. They can extend and shorten the train operation permission according to the changes in the signal display and can adapt to the flexible changes in receiving and departing operations.
[0034] 3. Both the "red-yellow-white" and "red-blue-white" traffic signal schemes replace the less reliable human-based methods with more reliable technical means. This reduces output restrictions and specific traffic management measures, and has a more positive impact on regulating traffic order and ensuring traffic safety. Attached Figure Description
[0035] Figure 1 A schematic diagram illustrating the defects of the existing arrival / departure line branch circuit control scheme; Figure 2This is a schematic flowchart of the moving block control method for the middle branch track of the present invention; Figure 3 This is a schematic diagram of the station in an embodiment of the present invention. Detailed Implementation
[0036] The following detailed description, in conjunction with the accompanying drawings and specific embodiments, further illustrates the moving block control method, system, equipment, and medium for the intermediate turnout track proposed in this invention. The advantages and features of this invention will become clearer from the following description. It should be noted that the accompanying drawings are in a very simplified form and use non-precise proportions, used only to facilitate and clarify the illustration of the embodiments of this invention. Please refer to the accompanying drawings to make the objectives, features, and advantages of this invention more apparent and understandable. It should be understood that the structures, proportions, sizes, etc., depicted in the accompanying drawings are only for illustrative purposes to aid those skilled in the art and are not intended to limit the implementation conditions of this invention. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to the size, without affecting the effects and objectives achieved by this invention, should still fall within the scope of the technical content disclosed in this invention.
[0037] This invention provides a method for controlling the moving block of a mid-way branch track, such as... Figure 2 As shown, the method includes the following steps: S1. Determine whether the signal spacing is greater than or equal to the preset distance threshold. If the signal spacing is greater than or equal to the distance threshold, proceed to step S2; if the signal spacing is less than the distance threshold, proceed to step S3.
[0038] The signal spacing refers to the distance between two adjacent (i.e., closest) train signals traveling in the same direction.
[0039] According to Clause 3.1.4 of the "TB 10007-2017 Railway Signal Design Specification", the distance between adjacent train signals in the same direction (including approach signals, station entry signals, route signals, station exit signals, and through signals) should be determined based on train traction calculations and meet the requirements for train braking distance. If the requirements are not met, the preceding signal should be downgraded or displayed repeatedly. In special sections where downgrading or repeating the display is not possible due to limitations, speed limits should be specified.
[0040] In previous domestic engineering practices, in sections where train speeds do not exceed 120 km / h, when the distance between two train signals is greater than 400 m but less than 800 m, the front signal can only be opened after the rear signal is opened (commonly known as "red light repetition"); when the distance between two train signals is less than 400 m, the same requirement applies, that the front signal can only be opened after the rear signal is opened, and the display meanings of the front and rear signals must also be consistent (commonly known as "complete repetition").
[0041] Therefore, different signal protection strategies are adopted when the signal spacing is different. The preset distance threshold is 800m.
[0042] S2. When the signal spacing is greater than or equal to the distance threshold, a "red, yellow and white" signal machine and a transponder group containing an active transponder are used.
[0043] Specifically, when the distance between two train signals traveling in the same direction is greater than or equal to a distance threshold, there is no need for "red light repetition" or "complete repetition" signal design. The track dividing signal for protecting diverging turnouts is redesigned as a "red-yellow-white" signal. The signal display of this "red-yellow-white" signal is as follows: a red light indicates the signal is closed, prohibiting trains and shunting from passing the signal; a white light indicates the signal is being arranged for shunting routes, allowing shunting to pass the signal; and a yellow light indicates the signal is being arranged for train routes, allowing trains to pass the signal. The signal indication is very clear.
[0044] The aforementioned "red, yellow, and white" signals are applicable to CTCS-N / point backup, CTCS-3 / CTCS-2, and CTCS-0 level train control systems. Among these, CTCS-N, CTCS-3, CTCS-2, and CTCS-0 are all classification standards of the CTCS (Chinese Train Control System) to meet the transportation needs of different lines.
[0045] According to its different levels and functional requirements, the CTCS is equipped with corresponding ground core control equipment. The CTCS-N and CTCS-3 train control systems are equipped with RBC (Radio Block Center); the CTCS-N, CTCS-3, CTCS-2, and CTCS-0 train control systems are equipped with TIS (Train Control Interlocking System).
[0046] For scenarios involving the configuration of "red, yellow, and white" traffic signals, the control logic is as follows: (1) In the CTCS-N level train control system, the RBC controls the transmission of MA (train operation permission).
[0047] When processing a train receiving route on a nearby track, if the "red-yellow-white" signal displays a red light, the RBC sends the MA (Movement Access Control) to the train, indicating that the destination is located at the "red-yellow-white" signal. The train must not pass the "red-yellow-white" signal.
[0048] When processing remote track receiving or departure routes, when the "red-yellow-white" signal turns yellow, the RBC sends a MA signal to the train that allows it to pass the "red-yellow-white" signal, and the train can pass the "red-yellow-white" signal and continue forward.
[0049] (2) In the point-to-back mode of CTCS-N, the route signal transponder group sends the corresponding message according to the signal display of the “red, yellow and white” signal.
[0050] The transponder group includes active transponders and passive transponders.
[0051] The message includes a first stop message and a first valid message sent to the train by an active transponder. The first stop message includes an absolute stop information packet CTCS-5, and the first valid message includes a transponder link information packet ETCS-5, a track speed information packet ETCS-27, and a movement authorization information packet ETCS-12. The message also includes a track gradient information packet ETCS-21 sent to the train by a passive transponder.
[0052] When processing a train receiving route on the near-end track, when the "red, yellow, white" signal displays a red light, the TIS controls the active transponder to send a first stop message to the train, which includes an absolute stop information packet CTCS-5, prohibiting the train from passing the "red, yellow, white" signal; at the same time, the passive transponder sends a track gradient information packet ETCS-21 in that direction, providing the track gradient data.
[0053] When processing remote track receiving or departure routes, when the "red, yellow, and white" signal turns yellow, the TIS controls the active transponder to send the first valid message to the train, including the movement authorization information packet ETCS-12, the track speed information packet ETCS-27, and the transponder link information packet ETCS-5, enabling the train to continue moving and providing speed limit requirements to ensure uninterrupted instructions; at the same time, the passive transponder sends the track gradient information packet ETCS-21 in that direction, providing the track gradient data.
[0054] (3) In the CTCS-3 / CTCS-2 level train control system, the route signal transponder group sends corresponding messages according to the signal display of the “red, yellow and white” signal.
[0055] The message includes a second stop message and a second valid message sent to the train by an active transponder. The second stop message includes an absolute stop information packet CTCS-5, a shunting hazard information packet ETCS-132, and a visual train movement hazard information packet ETCS-137. The second valid message includes a transponder link information packet ETCS-5, a track speed information packet ETCS-27, a track section information packet CTCS-1, and a temporary speed limit information packet CTCS-2. The message also includes a track gradient information packet ETCS-21 sent to the train by a passive transponder.
[0056] When processing a train reception route on the near-end track, when the "red, yellow, white" signal displays a red light, the TIS controls the active transponder to send a second stop message, which includes an absolute stop information packet CTCS-5, a shunting danger information packet ETCS-132, and a visual train movement danger information packet ETCS-137, completely prohibiting the train from passing the "red, yellow, white" signal; at the same time, the passive transponder sends a track gradient information packet ETCS-21 in that direction, providing the track gradient data.
[0057] When processing remote track receiving or departure routes, when the "red, yellow, white" signal turns yellow, the TIS controls the active transponder to send a second valid message, including the transponder link information packet ETCS-5, the track speed information packet ETCS-27, the track section information packet CTCS-1, and the temporary speed limit information packet CTCS-2, allowing the train to pass the "red, yellow, white" signal under controlled conditions and continue forward; at the same time, the passive transponder sends the track gradient information packet ETCS-21 in that direction, providing the track gradient data.
[0058] (4) In the CTCS-3 / CTCS-2 and CTCS-0 level train control systems, TIS supports low-frequency encoding control based on the signal display of the “red, yellow and white” signal machines.
[0059] When processing a train receiving route on the near-end track, if the "red, yellow, and white" signal displays a red light when the train enters the near-end track, the TIS will control the throat section of the receiving route to send a HU code (red-yellow code) or a JC code (detection code) or not send a code. The near-end track will send a HU code (red-yellow code) to require the train to stop in time. The TIS will also control the entry signal to open to double yellow and send a UU code (double yellow code) to the approach rail to require the train to run at a limited speed.
[0060] When processing a remote track receiving route, when the train enters the remote track, the "red, yellow, and white" signal lights up yellow. The TIS controls the throat section of the receiving route to send a U code (yellow code) or a JC code (detection code) or not to send a code. The near track sends a U code (yellow code) to require the train to pay attention to its operation. It also controls the station entry signal to open double yellow and sends a UU code (double yellow code) to the approach rail to require the train to run at a limited speed.
[0061] When processing a siding departure route, if the departure signal is green, TIS controls its approach rail to send a UU code (double yellow code), requiring the train to run at a limited speed; if the "red, yellow, and white" signal is yellow, TIS controls its approach rail to send a U2 code (yellow 2 code), requiring the train to run at a limited speed.
[0062] Setting up "red, yellow, and white" signal lights has the following advantages: (1) If the approach signal is closed for some reason when the train is receiving at the far end of the track, it can give advance notice.
[0063] When a long train route is established, the route signal displays a yellow light, and the nearest track sends a U code. If the route signal is closed for any reason and displays a red light, the driver will see the prohibition red light; the nearest track will then send a HU code to inform the train that the ground signal ahead is closed, the onboard ATP immediately shortens the MA, and the onboard ATP applies the brakes for safety protection; the route active transponder will then send a stop message to activate the over-travel protection.
[0064] Once the fault is repaired, the route signal can be reopened, displaying a yellow light. The near-end track sends a U-code, and the train can still access the far-end track in full-monitor mode (FS). There is no need to open the shunting signal to access the far-end track in shunting mode.
[0065] (2) After receiving the train on the near track, the train can continue its route to the far track.
[0066] When a short train route is established, the route signal displays a red light, and the nearest track sends a HU code, allowing the train to access the nearest track in Full Monitoring (FS) mode. If the plan needs to be changed to access a distant track, a train route originating from the route signal is established, the route signal displays a yellow light, and the nearest track sends a U code, allowing the train to still access the distant track in Full Monitoring (FS) mode. There is no need to establish a shunting route to switch to shunting mode for accessing the distant track.
[0067] S3. When the signal spacing is less than the distance threshold, a "red-blue-white" signal and a transponder group containing an active transponder are used.
[0068] Under challenging conditions, when the signal spacing between the entry-route signal and the route-exit signal is greater than 400 m but less than 800 m, two "red light repetition" designs are required when using "red, yellow, and white" signals (entry and route, route and exit). A single siding train reception operation requires processing three consecutive train routes, essentially meaning the train passes laterally through the station. This increases the difficulty of CTC (Central Traffic Control) route planning. Even if a train plans to stop within the station, the system must forcibly open the exit signal, making the route triggering logic and departure timing mechanism in the CTC's route planning function exceptionally complex and requiring special handling. It also poses a significant challenge to train management, as the exit signal may be open but trains may not be allowed to leave initially, increasing the complexity of train command and management and causing confusion for drivers' confirmation of their driving credentials.
[0069] When the train signal spacing is less than 400 m, if red, yellow, and white signals are used, a "completely repeatable" design should be adopted. For siding arrival operations, in extreme cases, it may be necessary to simultaneously operate three signals. This can interfere with train operations and should be addressed in train management regulations, requiring trains to depart according to the instructions of the station duty officer or dispatcher after stopping.
[0070] Therefore, when the distance between two train signals is less than 800 m and there is no need for double-track stopping on the track, the "red-yellow-white" signal design has certain limitations in train operation management, and a "red-blue-white" signal design is required. The "red-yellow-white" signal is a train signal with a train permission indicator (yellow light), essentially a hard switch that divides a track into two different stopping positions. When a train is approaching from a distance, two approach routes need to be processed, and the information sent by the TIS to the RBC also indicates two train routes. The "red-blue-white" signal is a train signal with train characteristics (blue light can be understood as a train approach signal), essentially a soft switch. The track is still used as a single track, regardless of whether crossing the signal is permitted. When processing a approach route, only one route needs to be processed (there are short and long approach routes), and the information sent by the TIS to the RBC only indicates one train route. The "red-blue-white" signal does not have the restriction of "red light repetition" or "complete repetition," making it more suitable for situations where the signal spacing is less than 800 m.
[0071] Therefore, when the distance between two train signals in the same direction is less than 800 m, the track dividing signal for protecting the diverging turnout is redesigned as a "red-blue-white" signal. The signal display of this "red-blue-white" signal is as follows: a red light is displayed when the signal is closed, prohibiting trains and shunting from passing the "red-blue-white" signal; a white light is displayed when shunting routes are being arranged, allowing shunting to pass the "red-blue-white" signal; and a blue light is displayed when train routes are being arranged, without obstructing trains. However, the disadvantage is that the meaning of the blue light is not very clear.
[0072] The "red, blue, and white" signal is applicable to CTCS-N / point backup, CTCS-3 / CTCS-2, and CTCS-0 level train control systems.
[0073] For scenarios involving the configuration of "red, blue, and white" traffic signals, the control logic is as follows: (1) In the CTCS-N level train control system, the transmission of MA is controlled by RBC.
[0074] When processing a short-distance train route, when the "red-blue-white" signal displays a red light, the RBC sends the MA (Movement Address) to the train, indicating that the destination is located at the "red-blue-white" signal. The train must not pass the "red-blue-white" signal.
[0075] When processing a long-distance train route, when the "red-blue-white" signal turns blue, the RBC sends a MA signal to the train that it can pass the "red-blue-white" signal, and the train can pass the "red-blue-white" signal and continue forward.
[0076] (2) In the point-to-back mode of CTCS-N, the route signal transponder group sends the corresponding message according to the signal display of the “red, blue and white” signal.
[0077] The transponder group includes active transponders and passive transponders.
[0078] When processing a short-distance train route, when the "red-blue-white" signal displays a red light, the TIS controls the active transponder to send a first stop message to the train, which includes an absolute stop information packet CTCS-5, prohibiting the train from passing the "red-blue-white" signal; at the same time, the passive transponder sends a track gradient information packet ETCS-21 in that direction to the train, providing the track gradient data.
[0079] When processing a long-distance train route, when the "red-blue-white" signal turns on blue, the TIS controls the active transponder to send the first valid message to the train, including the transponder link information packet ETCS-5, the track speed information packet ETCS-27, and the movement authorization information packet ETCS-12, enabling the train to continue moving forward; at the same time, the passive transponder sends the track gradient information packet ETCS-21 in that direction to the train, providing the track gradient data.
[0080] (3) In the CTCS-3 / CTCS-2 level train control system, the route signal transponder group sends corresponding messages according to the signal display of the “red, blue and white” signal.
[0081] When processing a short-distance train route, when the "red-blue-white" signal displays a red light, the TIS controls the active transponder to send a second stop message, which includes an absolute stop information packet CTCS-5, a shunting danger information packet ETCS-132, and a visual train movement danger information packet ETCS-137, completely prohibiting the train from passing the "red-yellow-white" signal; at the same time, the passive transponder sends a track gradient information packet ETCS-21 in that direction, providing the track gradient data.
[0082] When processing long-distance train routes, when the "red-blue-white" signal turns blue, the TIS controls the active transponder to send a second valid message, including the transponder link information packet ETCS-5, the track speed information packet ETCS-27, the track section information packet CTCS-1, and the temporary speed limit information packet CTCS-2, allowing the train to pass the "red-blue-white" signal under controlled conditions and continue forward; at the same time, the passive transponder sends the track gradient information packet ETCS-21 in that direction, providing the track gradient data.
[0083] (4) In the CTCS-3 / CTCS-2 and CTCS-0 level train control systems, TIS supports low-frequency encoding control based on the signal display of the “red, blue and white” signal machine.
[0084] When processing a short-distance train route, if the "red, blue, and white" signal displays a red light, the TIS controls the throat section of the receiving route to send a HU code, a JC code, or no code, and sends a HU code on the near-end track to require the train to stop in time; it also controls the entry signal to open a double yellow light, and sends a UU code on the approach track to require the train to run at a limited speed.
[0085] When processing long-distance train reception routes, when the aforementioned "red-blue-white" signal turns blue, the TIS controls the throat section of the reception route to send a U code or JC code or not send a code, and sends a U code on the near-end track to require the train to pay attention to its operation; and controls the station entry signal to turn double yellow, and sends a UU code on the approach track to require the train to run at a limited speed.
[0086] The following example, using the arrival / departure track 3G where turnout #15 is located, illustrates the application of the above method. Figure 3 As shown, the 3G track in the station connects to the unloading line via the branch turnout 15#, and is protected by the blue and white shunting signals D11, D13, and D15. This splits the three tracks into three track sections: 13 / 15WG, 15DG, and 3G, forming a branching station type for arrival and departure lines.
[0087] (1) When the signal spacing is greater than or equal to 800 m, D13 and D15 are replaced with “red, yellow and white” signal machines.
[0088] Taking the forward and reverse direction of train reception and departure as an example, when the distance between the four sets of signals S and D15, D15 and S3, X and D13, and D13 and X3 is greater than or equal to 800 m, according to the present invention, the "blue and white" shunting signals D13 and D15 need to be replaced with "red, yellow, and white" signals, and renamed as XL3 and SL3 respectively. The oil unloading line is a pure shunting operation line (the oil unloading line does not have track circuits), so the D11 signal maintains the "blue and white" mechanism and does not need to be modified.
[0089] (2) When the distance between any two signal groups is less than 800 m, D13 and D15 are replaced with “red-blue-white” signal controllers.
[0090] When the distance between any of the following signal groups—S and D15, D15 and S3, X and D13, or D13 and X3—is less than 800 m, according to the present invention, the "blue-white" shunting signals D13 and D15 need to be replaced with "red-blue-white" signals, while the signal names remain unchanged. Signal D11 maintains its "blue-white" mechanism and requires no modification.
[0091] The present invention also provides a moving block control system for a turnout track, for implementing the above-mentioned moving block control method for a turnout track. The system includes: a train control and interlocking integrated system (TIS), a radio block center (RBC), a route signal and transponder group.
[0092] The transponder group includes active and passive transponders, both of which are communicatively connected to the train. The active transponders are also connected to the Train Information System (TIS) and send corresponding messages to the train under TIS control; the passive transponders are activated when the train passes and automatically send corresponding messages to the train.
[0093] The TIS is communicatively connected to the route signal, the active transponder, the track circuit and its encoding device, and is used to obtain the display status of the route signal, control the active transponder to switch the message content, and control the track circuit to send low-frequency codes.
[0094] The RBC is connected to the route signal and the train to obtain the route signal display status and generate and send the train travel permission (MA).
[0095] Specifically, when the signal spacing is greater than or equal to the distance threshold, the route signal is configured as a "red-yellow-white" signal, and when the signal spacing is less than the distance threshold, the route signal is configured as a "red-blue-white" signal.
[0096] Furthermore, the present invention also provides an electronic device, including a processor and a memory, wherein a computer program is stored in the memory, and when the computer program is executed by the processor, the above-described moving block control method for the middle branch track is implemented.
[0097] Furthermore, the present invention also provides a computer-readable storage medium having a computer program stored thereon, wherein when the computer program is executed by a processor, the above-described method for controlling the moving block of a middle branch track is implemented.
[0098] In summary, this invention systematically solves the safety risks of derailment and track derailment during train continuation after the unlocking of divergent switches in existing schemes by adopting different signaling mechanisms and supporting measures according to the signal spacing. It also solves the availability problem of trains being unable to depart normally, realizes the operational requirements of trains departing in full mode at the CTCS-N level on the middle switch track, and effectively improves the safety and availability of the CTCS-N / point backup, CTCS-3 / CTCS-2, and CTCS-0 level train control systems. It is forward-looking, advanced, and innovative.
[0099] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.
[0100] In the description of this invention, it should be understood that the terms "center," "height," "thickness," "upper," "lower," "vertical," "horizontal," "top," "bottom," "inner," "outer," "axial," "radial," and "circumferential," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.
[0101] In the description of this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.
[0102] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.
[0103] Although the present invention has been described in detail through the preferred embodiments above, it should be understood that the above description should not be considered as a limitation of the present invention. Various modifications and substitutions to the present invention will be apparent to those skilled in the art after reading the above description. Therefore, the scope of protection of the present invention should be defined by the appended claims.
Claims
1. A method for controlling moving block signaling on a branch line track, characterized in that, include: S1. Determine whether the signal spacing is greater than or equal to the preset distance threshold. If the signal spacing is greater than or equal to the distance threshold, proceed to step S2. If the signal spacing is less than the distance threshold, proceed to step S3; The signal spacing refers to the distance between two adjacent train signals in the same direction; S2. Traffic control is achieved by using "red, yellow, and white" traffic signals and transponder groups that include active transponders. The signal display of the "red, yellow, and white" signal is as follows: when the signal is closed, a red light is displayed, prohibiting trains and shunting vehicles from passing the "red, yellow, and white" signal; when shunting routes are being arranged, a white light is displayed, allowing shunting vehicles to pass the "red, yellow, and white" signal; when train routes are being arranged, a yellow light is displayed, allowing trains to pass the "red, yellow, and white" signal. S3. Traffic control is achieved by using red, blue and white traffic signals and transponder groups that include active transponders. The signal display of the "red-blue-white" signal is as follows: when the signal is closed, a red light is displayed, prohibiting trains and shunting vehicles from passing the "red-blue-white" signal; when shunting routes are being arranged, a white light is displayed, allowing shunting vehicles to pass the "red-blue-white" signal; when train routes are being arranged, a blue light is displayed, which does not obstruct trains.
2. The method for controlling the moving block of a turnout track as described in claim 1, characterized in that, In step S2, the "red, yellow and white" signal controller is applicable to CTCS-N / point backup, CTCS-3 / CTCS-2, and CTCS-0 level train control systems.
3. The method for controlling the moving block of a turnout track as described in claim 2, characterized in that, In the CTCS-N level train control system, the transmission of MA is controlled by RBC; In the point-to-back mode of CTCS-N, the transponder group sends corresponding messages based on the signal display of the "red, yellow, and white" signal lights; In the CTCS-3 / CTCS-2 level train control system, the transponder group sends corresponding messages based on the signal display of the "red, yellow and white" signal lights; In the CTCS-3 / CTCS-2 and CTCS-0 level train control systems, TIS supports low-frequency encoding control based on the signal display of the "red, yellow and white" signal controllers.
4. The method for controlling the moving block of a turnout track as described in claim 3, characterized in that, In the CTCS-N level train control system, when processing the receiving route of the train on the near end track, when the "red, yellow, white" signal shows a red light, the RBC sends the MA of the destination located at the "red, yellow, white" signal to the train, and the train cannot pass the "red, yellow, white" signal; When processing remote track receiving or departure routes, when the "red-yellow-white" signal turns yellow, the RBC sends a MA signal to the train that allows it to pass the "red-yellow-white" signal, and the train can pass the "red-yellow-white" signal and continue forward.
5. The method for controlling the moving block of a branch track as described in claim 3, characterized in that, In the point-to-back mode of CTCS-N, when processing the train receiving route on the near-end track, when the "red, yellow, and white" signal displays a red light, TIS controls the active transponder to send an absolute stop information packet CTCS-5 to the train. When processing remote track receiving or departure routes, when the "red, yellow, and white" signal turns yellow, TIS controls the active transponder to send transponder link information packet ETCS-5, track speed information packet ETCS-27, and movement authorization information packet ETCS-12 to the train.
6. The method for controlling the moving block of a turnout track as described in claim 3, characterized in that, In the CTCS-3 / CTCS-2 level train control system, when processing the receiving route of the near-end track, when the "red, yellow and white" signal shows a red light, the TIS controls the active transponder to send the absolute stop information packet CTCS-5, the shunting danger information packet ETCS-132, and the visual driving danger information packet ETCS-137. When processing remote track receiving or departure routes, when the "red, yellow, and white" signal turns on the yellow light, the TIS controls the active transponder to send the transponder link information packet ETCS-5, the track speed information packet ETCS-27, the track section information packet CTCS-1, and the temporary speed limit information packet CTCS-2.
7. The method for controlling the moving block of a turnout track as described in claim 5 or 6, characterized in that, The transponder group also includes a passive transponder. When the "red, yellow and white" signal displays a red light or an open yellow light, the passive transponder sends a line gradient information packet ETCS-21 corresponding to the route direction.
8. The method for controlling the moving block of a turnout track as described in claim 3, characterized in that, In the CTCS-3 / CTCS-2 and CTCS-0 level train control systems, when processing a train receiving route on the near-end track, if the "red, yellow, and white" signal displays a red light when the train enters the near-end track, the TIS controls the throat section of the receiving route to send a HU code or a JC code, or not to send a code, and sends a HU code on the near-end track; it also controls the station entry signal to open a double yellow light, and sends a UU code when approaching the station rail. When processing a remote track receiving route, when the train enters the remote track, the "red, yellow, and white" signal lights up yellow. The TIS controls the throat section of the receiving route to send a U code, a JC code, or no code, while the near track sends a U code. It also controls the station entry signal to turn on double yellow and sends a UU code when entering the station and approaching the rail. When processing a siding departure route, if the departure signal is green, TIS controls the train to send a UU code to the approach rail; If the "red, yellow, and white" signal light turns on (yellow light), TIS controls its approach rail to send a U2 code.
9. The method for controlling moving block signaling on a turnout track as described in claim 1, characterized in that, In step S3, the "red-blue-white" signal is applicable to CTCS-N / point backup, CTCS-3 / CTCS-2, and CTCS-0 level train control systems.
10. The method for controlling the moving block of a turnout track as described in claim 9, characterized in that, In the CTCS-N level train control system, the transmission of MA is controlled by RBC; In the point-to-back mode of CTCS-N, the transponder group sends corresponding messages based on the signal display of the "red, blue and white" signal controllers; In the CTCS-3 / CTCS-2 level train control system, the transponder group sends corresponding messages based on the signal display of the "red, blue and white" signal lights; In the CTCS-3 / CTCS-2 and CTCS-0 level train control systems, TIS supports low-frequency encoding control based on the signal display of the "red, blue and white" signal controllers.
11. The method for controlling the moving block of a turnout track as described in claim 10, characterized in that, In the CTCS-N level train control system, when processing a short-distance train route, when the "red-blue-white" signal displays a red light, the RBC sends the MA (Mount of Arrival) to the train, indicating that the destination is located at the "red-blue-white" signal. The train cannot pass the "red-blue-white" signal. When processing a long-distance train route, when the "red-blue-white" signal turns blue, the RBC sends a MA signal to the train that it can pass the "red-blue-white" signal, and the train can pass the "red-blue-white" signal and continue forward.
12. The method for controlling the moving block of a turnout track as described in claim 10, characterized in that, In the point-to-back mode of CTCS-N, when a short-distance train route is being processed, when the "red-blue-white" signal displays a red light, TIS controls the active transponder to send an absolute stop information packet CTCS-5 to the train. When processing long-distance train routes, when the "red-blue-white" signal turns on with the blue light, the TIS controls the active transponder to send the transponder link information packet ETCS-5, the line speed information packet ETCS-27, and the movement authorization information packet ETCS-12 to the train.
13. The method for controlling the moving block of a turnout track as described in claim 10, characterized in that, In the CTCS-3 / CTCS-2 level train control system, when processing a short-distance car route, when the "red-blue-white" signal displays a red light, the TIS controls the active transponder to send an absolute stop information packet CTCS-5, a shunting danger information packet ETCS-132, and a visual driving danger information packet ETCS-137. When processing long-distance train routes, when the "red-blue-white" signal turns on the blue light, the TIS controls the active transponder to send the transponder link information packet ETCS-5, the line speed information packet ETCS-27, the track section information packet CTCS-1, and the temporary speed limit information packet CTCS-2.
14. The method for controlling the moving block of a turnout track as described in claim 12 or 13, characterized in that, The transponder group also includes a passive transponder. When the "red-blue-white" signal displays a red light or an open yellow light, the passive transponder sends a line gradient information packet ETCS-21 corresponding to the route direction.
15. The method for controlling the moving block of a turnout track as described in claim 10, characterized in that, In the CTCS-3 / CTCS-2 and CTCS-0 level train control systems, when processing a short-connection route, if the "red-blue-white" signal displays a red light, the TIS controls the throat section of the receiving route to send a HU code or a JC code or not to send a code, and sends a HU code on the near-end track; and controls the station entry signal to open double yellow, and sends a UU code on the approach rail to the station. When processing long-distance train routes, if the "red-blue-white" signal is in blue, the TIS controls the throat section of the train route to send a U code, a JC code, or no code, and sends a U code on the near-end track; and controls the station entry signal to open to double yellow, and sends a UU code when approaching the station rail.
16. A moving block control system for a turnout track, characterized in that, For implementing the moving block control method for a turnout track as described in any one of claims 1-15, the system includes: TIS, RBC, route signal and transponder group; The transponder group includes active transponders and passive transponders, both of which are communicatively connected to the train; the active transponders are also connected to the TIS and send corresponding messages to the train under the control of the TIS; the passive transponders are activated when the train passes by and automatically send corresponding messages to the train. The TIS is communicatively connected to the route signal, active transponder, track circuit and its encoding device, and is used to obtain the display status of the route signal, control the active transponder to switch the message content, and control the track circuit to send low-frequency codes. The RBC is communicatively connected to the route signal and the train, respectively, to obtain the display status of the route signal, generate and send MA to the train; When the signal spacing is greater than or equal to the distance threshold, the route signal is configured as a "red-yellow-white" signal; when the signal spacing is less than the distance threshold, the route signal is configured as a "red-blue-white" signal.
17. An electronic device, characterized in that, It includes a processor and a memory, wherein the memory stores a computer program, and when the computer program is executed by the processor, it implements the moving block control method for the middle branch track as described in any one of claims 1-15.
18. 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 the moving block control method for the middle branch track as described in any one of claims 1-15.