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WO2022198946A1 - 一种具有多网融合的轨道交通信号系统 - Google Patents

一种具有多网融合的轨道交通信号系统 Download PDF

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Publication number
WO2022198946A1
WO2022198946A1 PCT/CN2021/119551 CN2021119551W WO2022198946A1 WO 2022198946 A1 WO2022198946 A1 WO 2022198946A1 CN 2021119551 W CN2021119551 W CN 2021119551W WO 2022198946 A1 WO2022198946 A1 WO 2022198946A1
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Prior art keywords
subsystem
network
train
trains
rail transit
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PCT/CN2021/119551
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English (en)
French (fr)
Inventor
邢艳阳
汪小勇
徐海贵
刘华祥
潘亮
徐烨
陆怡然
冯玮
Original Assignee
卡斯柯信号有限公司
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Priority to US18/005,475 priority Critical patent/US20230278610A1/en
Publication of WO2022198946A1 publication Critical patent/WO2022198946A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L19/00—Arrangements for interlocking between points and signals by means of a single interlocking device, e.g. central control
    • B61L19/06—Interlocking devices having electrical operation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/70—Details of trackside communication
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B61L2027/204—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using Communication-based Train Control [CBTC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2201/00—Control methods
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00—Communication or navigation systems for railway traffic
    • B61L2205/02—Global system for mobile communication - railways [GSM-R]

Definitions

  • the invention relates to a rail traffic signal system, in particular to a rail traffic signal system with multi-network fusion.
  • the national railway network connects important central cities, with a speed target value of 250-350km/h, a line operating speed of 300km/h, and an average station spacing of more than 50km;
  • intercity rail transit is a public rail transit line within a regional urban agglomeration, with a speed target value of 160km /h ⁇ 200km/h, the line length is about 150km, and the average station spacing is about 10km;
  • the urban rail transit lines and operation characteristics are between intercity rail transit and urban rail transit, and the speed target value is 120km/h ⁇ 160km/h,
  • the length of the line is about 80km;
  • the urban rail transit realizes the public rail transit line in the city, the speed target value is 80km/h ⁇ 100km/h, the line length is about 30km, and the average station spacing is about 1.2km.
  • Different train control systems are used in different railway networks due to different operational requirements such as speed target value, line length, station spacing, and operation interval.
  • the national railway network mostly adopts CTCS train control system, which has a high average travel speed and can meet the requirement of 5-minute operation interval;
  • urban rail transit mostly adopts the CBTC train control system based on wireless communication, and the average travel speed is low, which can meet the requirement of 2-minute operation interval ;
  • the operational requirements of intercity railway network and urban railway are between the national railway and urban rail transit.
  • some lines adopt the national railway train control type, some lines adopt the urban rail train control type, and the two
  • the different train control systems are very different, so that the trains of the national railway system cannot run on the lines of the urban rail system, and the trains of the urban rail system cannot run on the lines of the national railway system.
  • each line network forms a network independently, and it is impossible to realize the sharing of line resources and train resources, and at the same time, it also increases the time cost of passenger travel.
  • the purpose of the present invention is to provide a rail traffic signal system with multi-network fusion in order to overcome the above-mentioned defects of the prior art.
  • a rail traffic signal system with multi-network fusion comprising:
  • the trackside train control subsystem supports both CTCS-based national railway trains and CBTC-based urban rail transit trains mixed tracking operation;
  • the networked intelligent dispatching subsystem realizes the intelligent dispatching management of the rail transit network and the coordination of the network operation plan across different rail transit networks;
  • the interlocking subsystem communicates and interacts with the wayside train control subsystem, the compatible vehicle-mounted subsystem and the networked intelligent dispatching subsystem respectively;
  • the vehicle-ground wireless communication subsystem provides communication for the national railway trains and urban rail trains at the same time.
  • the trackside train control subsystem includes a regional controller, a wireless blocking center, a train control center, a temporary speed limit server, a track circuit and a beacon;
  • the area controller is respectively connected with the compatible vehicle-mounted subsystem, the networked intelligent dispatching subsystem and the interlocking subsystem;
  • the wireless blocking center is respectively connected with the temporary speed limit server, the compatible vehicle-mounted subsystem and the interlocking subsystem connection;
  • the train control center is respectively connected with the track circuit, the beacon, the temporary speed limit server, the networked intelligent scheduling subsystem and the interlocking subsystem;
  • the temporary speed limit server, the track circuit and the beacon are respectively compatible with the The on-board subsystem is connected;
  • the track circuit is connected with the interlocking subsystem.
  • the trackside train control subsystem further includes a trackside switch machine and a signal machine connected to the train control center, and the train control center collects the trackside switch machine, the signal machine and the track according to the collection.
  • the equipment status information of the circuit and the position information of the train are used to generate the track circuit code sequence, the driving permit and the movement authorization, to control the mixed operation of trains of different standards, and to realize the safety interval protection between the trains.
  • the compatible vehicle-mounted subsystem adopts a high-performance safety general platform.
  • the compatible on-board subsystem is provided with an interface with the wireless blocking center of the national railway train control.
  • the train operation is controlled by reading the track circuit code sequence and beacon information, and according to the track circuit information and beacon information.
  • the compatible on-board subsystem is provided with an interface with the regional controller, and the train operation is controlled according to the movement authorization provided by the regional controller.
  • the networked intelligent dispatching subsystem can dynamically display the status of line equipment and train running status in real time, and provide different levels of system operation modes, manage the running tasks of trains operating in the line network according to the timetable, and coordinate with each other. Run the train plan across the line network, record the operation data to generate statistical reports, and provide playback and training functions.
  • the interlocking subsystem controls the switch machine and the signal machine according to the access command, and collects the status of the platform door, the emergency stop button and the track circuit, so as to realize the safe locking and unlocking of the access path;
  • the interlocking subsystem described is provided with secure interfaces to the zone controller, the wayside train control subsystem and the compatible onboard subsystem.
  • the vehicle-ground wireless communication subsystem adopts integrated GSM-R and LTE-M communication modules, and provides GSM-R communication for national railway trains and LTE-M communication for urban rail trains at the same time.
  • the vehicle-ground wireless communication subsystem simultaneously reserves an interface for LTE comprehensively carrying LTE-M services and LTE-R services.
  • the present invention has the following advantages:
  • the present invention can run on the national railway standard line network at the same time through a set of universal compatibility on-board subsystems, and can also run on the urban rail standard line network, without installing multiple sets of on-board equipment of different standards on the same vehicle, Save construction costs and maintenance costs, and avoid complex switching designs between different vehicles;
  • the present invention can realize the operation of the same train across the line network, and the trains from other line networks of different standards enter the line network equipped with the signal system of this scheme to operate, and realize the two-way interconnection operation of "can enter and exit". need;
  • the interlocking subsystem of the present invention integrates the national railway interlocking and urban rail interlocking software and engineering data, and simultaneously meets the requirements of the national railway interlocking rules and the urban rail interlocking rules. It can meet the needs of multi-standard fusion system, eliminate the repeated setting of multiple sets of interlocks, and simplify the internal interface design of the system;
  • the dispatching management subsystem of the present invention meets the needs of cross-line network operation diagram coordination, and at the same time meets the operational needs of high-density and public transportation, and manages the national railway trains of fixed trains and the urban rail that go on-the-go by marking different train attributes.
  • the train solves the compatibility of different scheduling strategies of the fixed number of national railways and the urban rail transit operation.
  • the present invention carries out a tightly coupled design of GSM-R and LTE-M, introduces GSM-R through LTE-M base station to establish a multi-mode base station, and satisfies a set of communication subsystems to satisfy both national railway business and urban rail business;
  • the LTE integrated bearer realizes providing value-added services for the operation of the National Railway.
  • the integrated multi-network fusion rail traffic signal system scheme of the present invention has standardized internal interfaces, and the system can be flexibly configured into a national railway standard scheme, an urban rail standard scheme or a multi-network integration scheme according to the actual operation requirements of the line network.
  • FIG. 1 is a schematic structural diagram of a multi-standard integrated rail transit signal system according to the present invention.
  • FIG. 2 is a schematic diagram of the interconnection and intercommunication of the multi-standard integrated rail transit signal system according to the present invention
  • FIG. 3 is a schematic diagram of the first scheme of the adaptable rail traffic signal system of the present invention.
  • FIG. 4 is a schematic diagram of the second scheme of the adaptable rail traffic signal system of the present invention.
  • the present invention is a rail traffic signal system based on multi-network integration, which ensures that the CTCS-based national railway trains and the CBTC-based urban rail transit trains can realize the interconnection and interoperability of cross-line networks.
  • the solution includes: trackside equipment integration It is a set of trackside train control subsystem, and supports the hybrid tracking operation of CTCS-based national railway trains and CBTC-based urban rail transit trains; using compatible on-board subsystems, equipped with a set of on-board equipment, the national railway line network, Cross-line operation of intercity railway network, municipal railway network and urban rail transit network; the center adopts a set of networked intelligent dispatching subsystems to realize intelligent dispatching management of rail transit line network and cross-line network between different rail transit line networks Coordination of operation plans; the train-ground wireless communication subsystem adopts GSM-R and LTE-M tight coupling scheme, and provides GSM-R communication for national railway trains and LTE for urban rail trains through a set of integrated train-ground wireless communication systems.
  • the compatible vehicle subsystem can support both GSM-R and LTE-M communication methods.
  • the present invention has the advantages of interconnection and deep integration of integrated on-board and trackside systems, etc., and can meet the interconnection and interoperability requirements of the rail traffic signal system for "in and out”.
  • the subsystems are as follows:
  • the dispatching center sets up a dispatching management subsystem, which dynamically displays the status of line equipment and train operation in real time, provides different levels of system operation modes, manages the operation tasks of trains operating within the line network according to the timetable, and coordinates the train plan for cross-line network operation. Record operational data to generate statistical reports, provide playback and training functions;
  • the trackside train control subsystem includes area controllers, wireless blocking centers, train control centers, temporary speed limit servers, track circuits, beacons, etc., and collects the status of basic equipment such as trackside switch machines, signals, and track circuits. As well as the position report of the train, the track circuit code sequence, the driving permit and the movement authorization are generated, and the mixed operation of the trains of different standards is controlled to realize the safe interval protection between the trains.
  • the interlocking subsystem controls the switch machine and signal machine according to the access command, collects the status of the platform door, emergency stop button, track circuit, etc., and realizes the safe locking and unlocking of the access.
  • the interlocking subsystem can realize the safety interface with regional control, wayside train control subsystem and on-board subsystem;
  • the on-board subsystem adopts a high-performance and safe general platform, and can be compatible with the national railway CTCS and urban rail CBTC on-board through a set of on-board equipment.
  • the on-board subsystem can interface with the wireless blocking center of the national railway train control, and control the train operation according to the traffic permission provided by the wireless blocking center; when the wireless blocking center is unavailable, it can also read the track circuit.
  • Code sequence and beacon information control the train operation according to the track circuit information and beacon information; in the urban rail system, the on-board subsystem can interface with the regional controller, and control the train operation according to the movement authorization provided by the regional controller.
  • the vehicle-ground wireless communication subsystem adopts the integrated GSM-R and LTE-M communication scheme, and the softswitch core network can support GSM-R and LTE-M services at the same time.
  • this solution also reserves the interface for the LTE integrated carrying of the LTE-M service and the LTE-R service.
  • Figure 1 is a schematic diagram of the structure of a multi-standard integrated rail transit signal system.
  • a general-purpose interlocking subsystem suitable for multi-network integration, a compatible vehicle-mounted hardware security platform, and a multi-network coordinated dispatch management subsystem are deployed.
  • Signal system and urban rail signal system innovatively designed an integrated rail transit signal system suitable for multi-network integration.
  • compatible trains, national railway trains and urban rail trains can all run in multi-network integrated control areas across the line, and the system manages the safety interval protection between various trains; while the compatibility of the universal on-board safety platform is adopted
  • the train can also run across the line in the control area of the national railway system and the control area of the urban rail system.
  • the rail traffic signal system integrated with multiple networks can be adapted to specific application solutions of different architectures.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Mobile Radio Communication Systems (AREA)

Abstract

本发明涉及一种具有多网融合的轨道交通信号系统，包括：轨旁列控子系统，同时支持基于CTCS的国家铁路列车和基于CBTC的城市轨道交通列车混合追踪运营；兼容性车载子系统，实现国铁线网、城际铁路网、市域铁路网和城市轨道交通网的跨线运营；网络化智能调度子系统，实现轨道交通线网的智能调度管理以及跨不同轨道交通线网之间的线网运行计划的协同；联锁子系统，分别与轨旁列控子系统、兼容性车载子系统和网络化智能调度子系统通信连接并进行交互；车地无线通信子系统，同时为国铁列车和城轨列车提供通信。与现有技术相比，本发明具有互联互通、深度融合等优点。

Description

一种具有多网融合的轨道交通信号系统 技术领域
本发明涉及轨道交通信号系统，尤其是涉及一种具有多网融合的轨道交通信号系统。
背景技术
目前国内存在四种典型的轨道交通网络，分别为国家铁路网、城际铁路网、市域铁路网和城市轨道交通网络。国家铁路网连接重要中心城市，速度目标值250～350km/h，线路运营速度300km/h，平均站间距50km以上；城际轨道交通是地区性城市群内的公共轨道交通线路，速度目标值160km/h～200km/h，线路长度为150km左右，平均站间距10km左右；市域轨道交通线路及运营特点介于城际轨道交通和城市轨道交通之间，速度目标值120km/h～160km/h，线路长度为80km左右；城市轨道交通实现城市内的公共轨道交通线路，速度目标值80km/h～100km/h，线路长度为30km左右，平均站间距1.2km左右。
因速度目标值、线路长度、站间距、运营间隔等运营需求不同，不同铁路网络采用了不同的列车控制系统。国家铁路网多采用CTCS列控系统，平均旅行速度高，可满足5分钟运行间隔需求；城市轨道交通多采用基于无线通信的CBTC列控系统，平均旅行速度较低，可满足2分钟运行间隔需求；而城际铁路网和市域铁路的运营需求介于国家铁路和城市轨道交通之间，根据投资主体和运营需求不同，部分线路采用国家铁路列控制式，部分线路采用城轨列控制式，两种列控系统差异很大，造成国铁制式的列车无法在城轨制式的线路上运行，而城轨制式的列车也无法在国铁制式的线路上运行。从而造成线网之间各自独自成网，无法实现线路资源和列车资源的共享，同时也增加乘客出行的时间成本。
随着城市化进程的加快，城市与市郊之间、城市与城市之间越来越紧密第融合在一起，如何来实现多网融合和互联互通的一体化交通，成为需要解决的技术问题。
发明内容
本发明的目的就是为了克服上述现有技术存在的缺陷而提供一种具有多网融合 的轨道交通信号系统。
本发明的目的可以通过以下技术方案来实现：
根据本发明的一个方面，提供了一种具有多网融合的轨道交通信号系统，包括：
轨旁列控子系统，同时支持基于CTCS的国家铁路列车和基于CBTC的城市轨道交通列车混合追踪运营；
兼容性车载子系统，实现国铁线网、城际铁路网、市域铁路网和城市轨道交通网的跨线运营；
网络化智能调度子系统，实现轨道交通线网的智能调度管理以及跨不同轨道交通线网之间的线网运行计划的协同；
联锁子系统，分别与轨旁列控子系统、兼容性车载子系统和网络化智能调度子系统通信连接并进行交互；
车地无线通信子系统，同时为国铁列车和城轨列车提供通信。
作为优选的技术方案，所述的轨旁列控子系统包括区域控制器、无线闭塞中心、列控中心、临时限速服务器、轨道电路和信标；
所述的区域控制器分别与兼容性车载子系统、网络化智能调度子系统和联锁子系统连接；所述的无线闭塞中心分别与临时限速服务器、兼容性车载子系统和联锁子系统连接；所述的列控中心分别与轨道电路、信标、临时限速服务器、网络化智能调度子系统和联锁子系统连接；所述的临时限速服务器、轨道电路和信标分别与兼容性车载子系统连接；所述的轨道电路与联锁子系统连接。
作为优选的技术方案，所述的轨旁列控子系统还包括与列控中心连接的轨旁转辙机和信号机，所述的列控中心根据收集轨旁转辙机、信号机和轨道电路的设备状态信息，以及列车的位置信息，生成轨道电路码序、行车许可和移动授权，控制不同制式的列车混合运行，实现列车之间的安全间隔防护。
作为优选的技术方案，所述的兼容性车载子系统采用高性能安全通用平台。
作为优选的技术方案，在国铁制式的线网内部，所述的兼容性车载子系统设有与国铁列控的无线闭塞中心接口，根据无线闭塞中心提供的行车许可控制列车运行，在无线闭塞中心不可用时，通过读取轨道电路码序和信标信息，并根据轨道电路信息和信标信息控制列车运行。
作为优选的技术方案，在城轨制式的线网内部，所述的兼容性车载子系统设有与 区域控制器的接口，根据区域控制器提供的移动授权控制列车运行。
作为优选的技术方案，所述的网络化智能调度子系统，实时动态显示线路设备状态和列车运行状态，并提供不同等级的系统运行模式，按时刻表管理线网内运营列车的运行任务，协同跨线网运行列车计划，记录运营数据生成统计报告，提供回放和培训功能。
作为优选的技术方案，所述的联锁子系统根据进路命令控制转辙机和信号机，并采集站台门、紧急停车按钮和轨道电路状态，实现进路的安全锁闭和解锁；同时所述的联锁子系统设有与区域控制器、轨旁列控子系统和兼容性车载子系统的安全接口。
作为优选的技术方案，所述的车地无线通信子系统采用融合的GSM-R和LTE-M通信模块，同时为国铁列车提供GSM-R通信，为城轨列车提供LTE-M通信。
作为优选的技术方案，所述的车地无线通信子系统同时预留了LTE综合承载LTE-M业务和LTE-R业务的接口。
与现有技术相比，本发明具有以下优点：
1)本发明可通过一套通用兼容性车载子系统即可同时运行于国铁制式线网，也可运行于城轨制式线网，无需在同一辆车上安装多套不同制式的车载设备，节约建设成本和维护成本，也避免少不同车载之间复杂的切换设计；
2)本发明可实现同一辆列车的跨线网运行，以及来自其它不同制式线网的列车进入装备本方案信号系统的线网内运行，实现“即可进又可出”双向互联互通运营的需求；
3)本发明的联锁子系统融合了国铁联锁和城轨联锁软件和工程数据，同时满足国铁联锁规则和城轨联锁规则需要，通过一套硬件和一套软件数据即可满足多制式融合系统的需求，杜绝重复设置多套联锁，简化系统内部接口设计；
4)本发明的调度管理子系统满足跨线网运行图协同的需求，同时满足高密度和公交化的运营需求，通过标记不同列车属性管理固定车次的国铁列车和随到随走的城轨列车，解决了国铁固定车次和城轨公交化运营的不同调度策略的兼容。
5)本发明将GSM-R和LTE-M进行紧耦合设计，通过LTE-M基站引入GSM-R以建立多模基站，满足一套通信子系统来同时满足国铁业务和城轨业务；通过LTE综合承载实现为国铁运营提供增值服务。
6)本发明一体化多网融合的轨道交通信号系统方案，内部接口标准化，系统可 根据线网实际运营需求灵活配置成国铁制式方案、城轨制式方案或多网融合方案。
附图说明
图1为本发明多制式融合的轨道交通信号系统结构示意图；
图2为本发明多制式融合的轨道交通信号系统互联互通示意图；
[根据细则91更正 13.10.2021]　
图3为本发明可适配的轨道交通信号系统方案一示意图；
[根据细则91更正 13.10.2021]　
图4为本发明可适配的轨道交通信号系统方案二示意图；
[根据细则91更正 13.10.2021]　
图5为本发明可适配的轨道交通信号系统方案三示意图；
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本发明的一部分实施例，而不是全部实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动的前提下所获得的所有其他实施例，都应属于本发明保护的范围。
本发明一种基于多网融合的轨道交通信号系统，该系统确保基于CTCS的国家铁路列车和基于CBTC的城市轨道交通列车可以实现跨线网互联互通运行，所述的方案包括：轨旁设备融合为一套轨旁列控子系统，同时支持基于CTCS的国家铁路列车和基于CBTC的城市轨道交通列车混合追踪运营；采用兼容性车载子系统，装备一套车载设备即可实现国铁线网、城际铁路网、市域铁路网和城市轨道交通网的跨线运营；中心采用一套网络化智能调度子系统，实现轨道交通线网的智能调度管理以及跨不同轨道交通线网之间的线网运行计划的协同；车地无线通信子系统采用GSM-R和LTE-M紧耦合方案，通过融合的一套车地无线通信系统同时为国铁列车提供GSM-R通信，为城轨列车提供LTE-M通信，而兼容性车载子系统可支持GSM-R和LTE-M两种通信方式。与现有轨道交通信号系统方案相比，本发明具有互联互通、深度融合的一体化车载和轨旁系统等优点，可满足轨道交通信号系统“即可进又可出”的互联互通运营需求。
其中各子系统具体如下：
1)调度中心设置调度管理子系统，实时动态显示线路设备状态和列车运行状态， 提供不同等级的系统运行模式，按时刻表管理线网内运营列车的运行任务，协同跨线网运行列车计划，记录运营数据生成统计报告，提供回放和培训功能；
2)轨旁列控子系统包括区域控制器、无线闭塞中心、列控中心、临时限速服务器、轨道电路、信标等，收集轨旁转辙机、信号机、轨道电路等基础设备状态，以及列车的位置报告，生成轨道电路码序、行车许可和移动授权，控制不同制式的列车混合运行，实现列车之间的安全间隔防护。
3)联锁子系统根据进路命令控制转辙机和信号机，采集站台门、紧急停车按钮、轨道电路等状态，实现进路的安全锁闭和解锁。联锁子系统可实现与区域控制、轨旁列控子系统、车载子系统之间的安全接口；
4)车载子系统采用高性能安全通用平台，通过一套车载设备可同时兼容国铁CTCS和城轨CBTC车载。在国铁制式的线网内部，本车载子系统可与国铁列控的无线闭塞中心接口，根据无线闭塞中心提供的行车许可控制列车运行；在无线闭塞中心不可用时，也可以读取轨道电路码序和信标信息，根据轨道电路信息和信标信息控制列车运行；在城轨制式的线网内部，本车载子系统可与区域控制器接口，根据区域控制器提供的移动授权控制列车运行。
5)车地无线通信子系统采用融合的GSM-R和LTE-M通信方案，软交换核心网络可同时支持GSM-R和LTE-M业务。考虑国铁无线通信技术的发展，本方案同时预留了LTE综合承载LTE-M业务和LTE-R业务的接口。
具体实施例
图1为多制式融合的轨道交通信号系统结构示意图，部署了适用于多网融合的通用型联锁子系统、兼容性车载硬件安全平台和多网协同的调度管理子系统，通过深度融合国铁信号系统和城轨信号系统，创新性地设计了适用于多网融合的一体化轨道交通信号系统。
图2所示，兼容性列车、国铁列车和城轨列车均可跨线运行于多网融合控制区域，系统管理各种列车之间的安全间隔防护；而采用了通用车载安全平台的兼容性列车还可以跨线运行于国铁制式控制区域和城轨制式控制区域。
根据不同线网的不同运营需求可以将多网融合的轨道交通信号系统适配成不同架构的特定应用方案。
1、多网融合方案
对于需要支持国铁列车和城轨列车跨线互联互通运营的线网，可采用图1系统架构；
2、仅与国铁线网互联互通的大运营间隔方案
对于仅需要支持国铁列车跨线互联互通运营，且追踪运营间隔要求不低于4分钟的的线网，可采用图3或图4的系统架构；
3、仅与国铁线网互联互通的小运营间隔方案
对于仅需要支持国铁列车跨线互联互通运营，且追踪运营间隔要求低于4分钟的线网，可采用图1的系统架构；
4、仅与城轨线网互联互通的方案
对于仅需要支持城轨列车跨线互联互通运营的线网，可采用图5的系统架构。
以上所述，仅为本发明的具体实施方式，但本发明的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本发明揭露的技术范围内，可轻易想到各种等效的修改或替换，这些修改或替换都应涵盖在本发明的保护范围之内。因此，本发明的保护范围应以权利要求的保护范围为准。

Claims (10)

  1. 一种具有多网融合的轨道交通信号系统，其特征在于，包括：
    轨旁列控子系统，同时支持基于CTCS的国家铁路列车和基于CBTC的城市轨道交通列车混合追踪运营；
    兼容性车载子系统，实现国铁线网、城际铁路网、市域铁路网和城市轨道交通网的跨线运营；
    网络化智能调度子系统，实现轨道交通线网的智能调度管理以及跨不同轨道交通线网之间的线网运行计划的协同；
    联锁子系统，分别与轨旁列控子系统、兼容性车载子系统和网络化智能调度子系统通信连接并进行交互；
    车地无线通信子系统，同时为国铁列车和城轨列车提供通信。
  2. 根据权利要求1所述的一种具有多网融合的轨道交通信号系统，其特征在于，所述的轨旁列控子系统包括区域控制器、无线闭塞中心、列控中心、临时限速服务器、轨道电路和信标；
    所述的区域控制器分别与兼容性车载子系统、网络化智能调度子系统和联锁子系统连接；所述的无线闭塞中心分别与临时限速服务器、兼容性车载子系统和联锁子系统连接；所述的列控中心分别与轨道电路、信标、临时限速服务器、网络化智能调度子系统和联锁子系统连接；所述的临时限速服务器、轨道电路和信标分别与兼容性车载子系统连接；所述的轨道电路与联锁子系统连接。
  3. 根据权利要求2所述的一种具有多网融合的轨道交通信号系统，其特征在于，所述的轨旁列控子系统还包括与列控中心连接的轨旁转辙机和信号机，所述的列控中心根据收集轨旁转辙机、信号机和轨道电路的设备状态信息，以及列车的位置信息，生成轨道电路码序、行车许可和移动授权，控制不同制式的列车混合运行，实现列车之间的安全间隔防护。
  4. 根据权利要求1所述的一种具有多网融合的轨道交通信号系统，其特征在于，所述的兼容性车载子系统采用高性能安全通用平台。
  5. 根据权利要求4所述的一种具有多网融合的轨道交通信号系统，其特征在于，在国铁制式的线网内部，所述的兼容性车载子系统设有与国铁列控的无线闭塞中心接口，根据无线闭塞中心提供的行车许可控制列车运行，在无线闭塞中心不可用时，通 过读取轨道电路码序和信标信息，并根据轨道电路信息和信标信息控制列车运行。
  6. 根据权利要求4所述的一种具有多网融合的轨道交通信号系统，其特征在于，在城轨制式的线网内部，所述的兼容性车载子系统设有与区域控制器的接口，根据区域控制器提供的移动授权控制列车运行。
  7. 根据权利要求1所述的一种具有多网融合的轨道交通信号系统，其特征在于，所述的网络化智能调度子系统，实时动态显示线路设备状态和列车运行状态，并提供不同等级的系统运行模式，按时刻表管理线网内运营列车的运行任务，协同跨线网运行列车计划，记录运营数据生成统计报告，提供回放和培训功能。
  8. 根据权利要求3所述的一种具有多网融合的轨道交通信号系统，其特征在于，所述的联锁子系统根据进路命令控制转辙机和信号机，并采集站台门、紧急停车按钮和轨道电路状态，实现进路的安全锁闭和解锁；同时所述的联锁子系统设有与区域控制器、轨旁列控子系统和兼容性车载子系统的安全接口。
  9. 根据权利要求1所述的一种具有多网融合的轨道交通信号系统，其特征在于，所述的车地无线通信子系统采用融合的GSM-R和LTE-M通信模块，同时为国铁列车提供GSM-R通信，为城轨列车提供LTE-M通信。
  10. 根据权利要求1所述的一种具有多网融合的轨道交通信号系统，其特征在于，所述的车地无线通信子系统同时预留了LTE综合承载LTE-M业务和LTE-R业务的接口。
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