Shunting safety protection system and method for non-fixed shunting locomotives based on in-vehicle terminals

Abstract

The present invention relates to a non-fixed shunting locomotive shunting safety protection system and method based on an on-vehicle terminal. The system is respectively connected to the TDCS / CTC subsystem and the LKJ device. The protection system includes a shunting center subsystem, an on-vehicle subsystem and a satellite positioning base station. The shunting center subsystem is respectively connected to the TDCS / CTC subsystem and the satellite positioning base station. The on-vehicle subsystem includes an on-vehicle terminal, a satellite positioning antenna and a dual 4G communication antenna. The on-vehicle terminal is respectively connected to the LKJ device, the satellite positioning antenna and the dual 4G communication antenna. Compared with the prior art, the present invention has the advantages of greatly saving construction costs and the like.

Description

Technical Field

[0001] The present invention relates to the wireless shunting safety protection technology of railway locomotives, and in particular to a shunting safety protection system and method for non-fixed shunting locomotives based on on-vehicle terminals. Background Art

[0002] The wireless shunting locomotive signal and monitoring system (hereinafter referred to as the STP system) has been widely applied to the stations with fixed shunting locomotive operations in various railway administrations in China. According to the requirements of existing relevant technical specifications, the STP on-vehicle host is fixedly installed on the locomotive, and interacts with the CAN interface of the special shunting monitoring interface box device of the train operation monitoring and recording device (hereinafter referred to as the LKJ) to realize on-vehicle human-computer interaction by using the color screen display of the LKJ and control the train formation through the LKJ, as Figure 1 shown.

[0003] In the above solution, vehicle-ground communication uses a wireless data transmission radio for vehicle-ground communication. The initial position of the train formation is obtained by a response locator installed at a fixed ground position. The on-vehicle host forwards the station yard information, route information, and car position tracking results sent by the ground equipment to the LKJ, and the LKJ system realizes interface display, speed limit calculation, and braking control. Due to reasons such as a large number of on-vehicle devices, many connection cables, and a large volume of the data transmission radio, the overall equipment cost of the on-vehicle system is relatively high, and it is also very difficult to achieve portable installation. Only one set of equipment can be fixedly installed on each locomotive. This solution is applicable to special shunting locomotives and their stations with fixed operation areas, and is not suitable for the shunting safety protection of non-fixed shunting locomotives.

[0004] Since the operation mode of the LKJ display can only display the station yard map in the shunting mode and cannot display the station yard graph, the name and status of the signal machine ahead in real time in the train mode. For non-fixed shunting locomotives, they often run mixed between various stations on the line. When running in the train mode between various stations, locomotive drivers often cannot observe the situation of the station yard ahead and the status of the signal machine ahead in advance due to reasons such as weather or curves. Summary of the Invention

[0005] The purpose of the present invention is to overcome the defects of the above-mentioned existing technologies and provide a shunting safety protection system and method for non-fixed shunting locomotives based on on-vehicle terminals.

[0006] The purpose of the present invention can be achieved by the following technical solutions:

[0007] A shunting safety protection system for non-fixed shunting locomotives based on in-vehicle terminals. This system is respectively connected to the TDCS / CTC subsystem and the LKJ device. The protection system includes a shunting center subsystem, an in-vehicle subsystem, and a satellite positioning base station. The shunting center subsystem is respectively connected to the TDCS / CTC subsystem and the satellite positioning base station. It is characterized in that the in-vehicle subsystem includes an in-vehicle terminal, a satellite positioning antenna, and a dual 4G communication antenna. The in-vehicle terminal is respectively connected to the LKJ device, the satellite positioning antenna, and the dual 4G communication antenna.

[0008] The in-vehicle terminal comprehensively calculates the position of the tracked train according to the satellite positioning virtual transponder, the operating status information of the locomotive, and the train number and interlocking code position information sent by the TDCS / CTC system, and realizes wireless communication between the vehicle and the ground through the dual 4G communication antenna, provides a DMI to realize man-machine interaction with the driver, and finally realizes the protection function of braking control of the locomotive through the interface with the LKJ device.

[0009] Preferably, the in-vehicle terminal includes a control host and a display screen DMI with an integrated design, and the display screen uses a 10-inch screen.

[0010] Preferably, the control host is connected to the LKJ device through a dual-channel CAN interface, exchanges data with the LKJ device, and realizes the safety protection control of the locomotive.

[0011] The control host receives the route information, interlocking code position information, and work order information sent by the ground equipment, sends the current locomotive route information to the LKJ device to realize the safety protection of the locomotive, and forwards this information to the display screen for display by the in-vehicle DMI and realizing man-machine interaction.

[0012] Preferably, the display screen DMI real-time displays the station yard code position situation and the locomotive route status in the shunting mode and the train mode, the name and status of the signal machine ahead, and dynamically broadcasts the name of the current station and the name and status of the signal machine ahead to the driver.

[0013] Preferably, the control host receives the satellite positioning differential data sent by the ground base station through the vehicle-ground wireless channel, and sends its own position longitude and latitude coordinates to the ground base station.

[0014] Preferably, the control host can realize high-precision sub-meter-level differential positioning after receiving the satellite positioning differential information, and combines the station virtual transponder data to realize the accurate position positioning registration and cancellation logic judgment of the locomotive.

[0015] Preferably, when the control host judges to access the network according to the virtual transponder, it needs to comprehensively consider the current locomotive operation handle state, running direction, and current section occupancy state information to ensure the accurate and reliable positioning of the initial position of the locomotive.

[0016] Preferably, when the control host determines network disconnection based on the virtual transponder, it needs to comprehensively consider the current locomotive operation handle state, running direction, the route where the train formation is located, and whether the tail section includes the section where the network-disconnected virtual transponder is located. Only when in this section can it judge cancellation; if the satellite positioning fails, the on-vehicle host should judge whether to disconnect from the network based on whether the position of the train formation tail has crossed the virtual transponder point.

[0017] Preferably, the shunting center subsystem includes a communication server, and a satellite positioning base station management server, an STP interface server, a tracking control server, and a 4G communication server that are respectively connected to the communication server. The satellite positioning base station management server is connected to the satellite positioning base station, the STP interface server is connected to the TDCS / CTC subsystem, and the 4G communication server is connected to the on-vehicle terminal.

[0018] A method for a non-fixed shunting locomotive shunting safety protection system based on an on-vehicle terminal includes the following steps:

[0019] 1) The tracking control server receives the TDCS / CTC train number information and the interlocking code position information, tracks and judges whether there is a new locomotive entering the station, and judges whether the locomotive meets the network access registration conditions according to the train number information combined with the occupancy situation of the three approaches of the station, and sends route control information to the on-vehicle terminal of the locomotive.

[0020] 2) After receiving the route control information sent by the tracking control server, the on-vehicle terminal judges whether to accept the current route control information in combination with the current locomotive handle and running direction. If it is satisfied, it sends a control receipt to the tracking control server and sends the current route information to the LKJ device, and the LKJ device realizes the final train control.

[0021] 3) The on-vehicle terminal receives the real-time locomotive longitude and latitude information sent by the satellite positioning base station, and makes an initial position registration logic judgment on the locomotive in combination with the virtual transponder data of the station section and the occupancy and clearing status of this section; if the locomotive running direction meets the network access conditions, it sends an application for network access to the tracking control server.

[0022] 4) The on-vehicle terminal judges whether the locomotive enters the control range of a certain station according to the received longitude and latitude coordinates and the coordinates of the station center point, and sends the station number, interlocking code position information, and data of the approaching route machine and signal machine in front to the on-vehicle terminal display DMI. The on-vehicle terminal display DMI displays the entered station yard map, the approaching route in front, and the name and status information of the signal machine in real time according to the received information, and prompts the status information of the signal machine in front through voice.

[0023] Compared with the prior art, the present invention has the following advantages:

[0024] 1. The present invention replaces the data radio with dual 4G redundant communication to solve the problem of the small control area of the data radio. At the same time, by designing dual 4G heterogeneous mode communication based on the APN private network, the security and instability of single 4G communication information are solved. And the original fixed transponder is replaced by the Beidou multi-mode fusion satellite positioning technology, and the fixed transponders installed at stations and sections are replaced by virtual transponders based on satellite positioning, greatly saving the construction cost.

[0025] 2. By integrating the design of the host and the display, the vehicle-mounted terminal has a human-computer interaction interface and buttons, which not only reduces the equipment on the locomotive, lowers the equipment cost, but also can realize the functions that the previous LKJ system display could not display through the vehicle-mounted terminal display.

[0026] 3. The dual 4G communication technology based on the APN private network is adopted to improve the bandwidth, security, reliability and flexibility of vehicle-ground communication.

[0027] 4. The vehicle-mounted terminal display makes up for the functions that the LKJ display cannot achieve in the train mode, and provides more intuitive station graphic display and voice prompt information in the train mode.

[0028] 5. The vehicle-mounted terminal adopts a portable design, and the power supply voltage can be powered by an adapter or a battery, and the equipment is convenient and flexible to install. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 is a schematic structural diagram of the existing system;

[0030] Figure 2 is a schematic structural diagram of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0031] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, rather than all embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative work shall fall within the protection scope of the present invention.

[0032] Such as Figure 1As shown in the figure, the non-fixed shunting locomotive shunting safety protection system based on the on-vehicle terminal of the present invention is connected to the TDCS / CTC subsystem 4 and the LKJ device 2 respectively. The protection system includes a shunting center subsystem 3, an on-vehicle subsystem, and a satellite positioning base station 5. The shunting center subsystem 3 is connected to the TDCS / CTC subsystem 4 and the satellite positioning base station 5 respectively; the on-vehicle subsystem includes an on-vehicle terminal 101, a satellite positioning antenna 103, and a dual 4G communication antenna 102. The on-vehicle terminal 101 is connected to the LKJ device 2, the satellite positioning antenna 103, and the dual 4G communication antenna 102 respectively;

[0033] The on-vehicle terminal comprehensively calculates the position of the tracked train according to the satellite positioning virtual responder, the operating status information of the locomotive, and the train number and interlocking code position information sent by the TDCS / CTC system, and realizes wireless communication between the vehicle and the ground through the dual 4G communication antenna, provides a DMI to realize man-machine interaction with the driver, and finally realizes the protection function of braking control of the locomotive through the interface with the LKJ device.

[0034] The shunting center subsystem 3 includes a communication server 301, a satellite positioning base station management server 302, an STP interface server 303, a tracking control server 304, and a 4G communication server 305 that are respectively connected to the communication server 301. The satellite positioning base station management server 302 is connected to the satellite positioning base station 5, the STP interface server 303 is connected to the TDCS / CTC subsystem 4, and the 4G communication server 305 is connected to the on-vehicle terminal 101.

[0035] The main innovation points of this on-vehicle terminal are as follows:

[0036] 1) The dual 4G communication technology based on the APN virtual private network is adopted to replace the original data transmission radio to realize data communication between the vehicle and the ground. The 4G communication module adopted by the system can support 4G communication of multiple operating manufacturers such as China Mobile, China Unicom, and China Telecom, and can also support GSM-R communication. The vehicle-ground communication protocol adopts a secure communication technology that meets the requirements of EN50128 to ensure the security and reliability of vehicle-ground data communication; the failure of a single communication module will not affect the vehicle-ground communication of the entire system.

[0037] 2) The on-vehicle terminal design adopts a design scheme that integrates the control host and the display. At the same time, the overall design meets the portable requirements. The on-vehicle terminal display adopts a 10-inch screen design, which greatly reduces the size of the on-vehicle host and can meet the requirements of control and man-machine interaction at the same time.

[0038] 3) Connect to the LKJ device through a dual-channel CAN interface, and perform data interaction with the LKJ device to realize the safety protection control of the locomotive.

[0039] 4) Receive the route information, interlocking code position information, work order information, etc. sent by the tracking control server, send the current locomotive route information to the LKJ to achieve the safety protection of the locomotive, and forward this information to the on-vehicle terminal display for the on-vehicle DMI to display and achieve human-machine interaction.

[0040] 5) The on-vehicle terminal display can display the station yard code position situation and locomotive route status, the name and status of the signal machine ahead in real time in the shunting mode and train mode, and dynamically broadcast the name of the current station and the name and status of the signal machine ahead to the driver.

[0041] 6) The on-vehicle terminal receives the satellite positioning differential data sent by the ground base station through the vehicle-ground wireless channel, and sends its own position longitude and latitude coordinates to the ground base station.

[0042] 7) After receiving the satellite positioning differential information, the on-vehicle terminal can achieve high-precision sub-meter-level differential positioning, and combine the data of the station virtual balise to realize the logical judgment of accurate position positioning registration and cancellation of the locomotive.

[0043] 8) When the on-vehicle terminal judges to access the network according to the virtual balise, it needs to comprehensively consider information such as the current locomotive operation handle state, running direction, and current section occupancy state to ensure the accurate and reliable positioning of the initial position of the locomotive.

[0044] 9) When the on-vehicle terminal judges to withdraw from the network according to the virtual balise, it needs to comprehensively consider the current locomotive operation handle state, running direction, whether the route where the train is located and the tail section contain the section where the virtual balise for withdrawal is located, and only when in this section can it judge to cancel. If the satellite positioning fails, the on-vehicle terminal should judge whether to withdraw from the network according to whether the position of the train tail has crossed the virtual balise point.

[0045] 10) When the locomotive switches between the shunting mode and the train mode, the DMI of the on-vehicle terminal can automatically switch the display interface according to the different operation modes to meet the different needs of the driver in different modes.

[0046] 11) The power supply of this on-vehicle terminal adopts two variable power supply methods, either using an adapter DC74V / 110V for power supply or using a battery for power supply.

[0047] 12) There are 2 4G antennas and 1 satellite positioning antenna on the upper part of the on-vehicle terminal; the middle display screen is 10 inches in size, resolution: 1024*768; there are 7 buttons on the lower part, and the buttons are respectively: "Unlock", "Function", "Query", "Up", "Down", "Confirm", "Cancel".

[0048] The external cable interfaces of the on-vehicle terminal mainly include an RS232 printer port, an RS485 interface, and a DC24V power supply. Specific embodiments:

[0050] 1) The system tracking control server receives the train number information and interlocking code position information sent by TDCS / CTC, and tracks and discovers that train XX enters XX Station and the three approaching sections of the station are occupied. The tracking control server completes the network positioning of the initial position of the locomotive of this train number and sends the corresponding route control information to the on-vehicle terminal;

[0051] 2) The tracking control server tracks the train entering the track according to the relationship between the occupation and clearing of the route in front of the locomotive;

[0052] 3) After receiving the route control information and station code position information of this locomotive sent by the tracking control server, the on-vehicle terminal sends the route information to the LKJ and forwards the code position information and route information to the on-vehicle terminal display software for display.

[0053] 4) When the on-vehicle terminal enters the control range of XX Station, it first sends a station code position request to the tracking control server. After receiving the request, the tracking control server sends the interlocking code position of this station to the locomotive, and the on-vehicle terminal display can display the station yard map and code position information of this station.

[0054] 5) When the on-vehicle terminal determines that it presses the virtual transponder and the running direction of the locomotive meets the network registration conditions, it judges whether it is in the registration state. If it is in the non-registered network state, it should send a network access application for pressing the virtual transponder to the tracking control server. After receiving this information, the tracking control server judges whether the occupation state of the section where the current locomotive is located meets the network access conditions. If it is occupied, it can allow network registration and send the route control information to the locomotive, otherwise it sends a network disconnection information.

[0055] 6) After receiving the route control information from the tracking control server, the on-vehicle terminal sends the route information to the LKJ and forwards it to the on-vehicle terminal display. The on-vehicle terminal display software sends a monitoring state prompt, the name and status of the signal machine ahead to the driver in the form of graphic display and voice.

[0056] 7) The on-vehicle terminal display can also display other information such as the shunting operation sheet, speed limit curve and speed dial, etc.

[0057] 8) After the locomotive enters the station track, the shunting route is handled. The tracking control server tracks the train according to the route state. The on-vehicle terminal sends the route information to the LKJ according to the received route control information to realize locomotive control, and forwards the driver operation information and locomotive operation state information to the tracking control server and the on-vehicle terminal display software.

[0058] 9) When the locomotive overspeed or approaches a closed signal, the on-vehicle terminal display can send a warning prompt message to the driver and realize the braking protection of the locomotive through the LKJ;

[0059] The present invention has been applied to CASCO Signal Co., Ltd. for functional verification and engineering implementation in the railway of Pingdingshan Coal Industry Group, which proves that it can fully meet the requirements of shunting safety protection for non-fixed shunting locomotives and has good implementability and economic benefits.

[0060] The above are only specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present invention can easily think of various equivalent modifications or substitutions, and these modifications or substitutions should be covered within the protection scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

1. A non-fixed shunting locomotive shunting safety protection system based on an on-vehicle terminal, which is respectively connected to a TDCS / CTC subsystem and an LKJ device. The protection system includes a shunting center subsystem, an on-vehicle subsystem and a satellite positioning base station. The shunting center subsystem is respectively connected to the TDCS / CTC subsystem and the satellite positioning base station. It is characterized in that, The described on-vehicle subsystem includes an on-vehicle terminal, a satellite positioning antenna, and a dual 4G communication antenna. The on-vehicle terminal is respectively connected to the LKJ device, the satellite positioning antenna, and the dual 4G communication antenna; The on-vehicle terminal comprehensively calculates the position of the tracked train formation based on the satellite positioning virtual transponder, the operating status information of the locomotive, and the train number and interlocking code position information sent by the TDCS / CTC system, and realizes wireless communication between the vehicle and the ground through the dual 4G communication antenna, provides a DMI to realize human-machine interaction with the driver, and finally realizes the protection function of braking control of the locomotive through the interface with the LKJ device; The described on-vehicle terminal includes a control host and a display screen DMI with an integrated design, where the display screen uses a 10-inch screen; The control host is connected to the LKJ device through a dual-channel CAN interface, conducts data interaction with the LKJ device, and realizes the safety protection control of the locomotive; The control host receives the route information, interlocking code position information, and work order information sent by the ground equipment, sends the current locomotive route information to the LKJ device to realize the safety protection of the locomotive, and forwards this information to the display screen for display by the on-vehicle DMI and realizing human-machine interaction; The control host receives the satellite positioning differential data sent by the ground base station through the vehicle-ground wireless channel, and sends its own position longitude and latitude coordinates to the ground base station; After receiving the satellite positioning differential information, the control host can realize high-precision sub-meter-level differential positioning, and combines the station virtual transponder data to realize the logical judgment of accurate position positioning registration and cancellation of the locomotive; When the control host judges to access the network according to the virtual transponder, it needs to comprehensively consider the current locomotive operation handle state, running direction, and current section occupancy state information to ensure the accuracy and reliability of the initial position positioning of the locomotive; When the control host judges to withdraw from the network according to the virtual transponder, it needs to comprehensively consider the current locomotive operation handle state, running direction, the route where the train formation is located, and whether the tail section contains the section where the virtual transponder is located. Only when the locomotive is in the section where the virtual transponder is located can it be judged to cancel; If the satellite positioning fails, the control host should judge whether to withdraw from the network according to whether the position of the train formation tail crosses the virtual transponder point.

2. The non-fixed shunting locomotive shunting safety protection system based on an in-vehicle terminal according to claim 1, characterized in that, The display screen DMI real-time displays the station yard code position situation, locomotive route status, name and status of the signal machine ahead in the shunting mode and train mode, and dynamically broadcasts the name of the current station and the name and status of the signal machine ahead to the driver.

3. The non-fixed shunting locomotive shunting safety protection system based on an in-vehicle terminal according to claim 1, wherein The described shunting center subsystem includes a communication server, and a satellite positioning base station management server, an STP interface server, a tracking control server, and a 4G communication server respectively connected to the communication server. The satellite positioning base station management server is connected to the satellite positioning base station, the STP interface server is connected to the TDCS / CTC subsystem, and the 4G communication server is connected to the on-vehicle terminal.

4. A method of using the non-fixed shunting locomotive shunting safety protection system based on an in-vehicle terminal described in claim 1, characterized in that, Including the following steps: 1) The tracking control server receives the train number information of TDCS / CTC and the interlocking code position information, tracks and judges whether there is a new locomotive entering the station, judges whether the locomotive meets the network access registration conditions according to the train number information combined with the occupancy situation of the three approaches of the station, and sends route control information to the on-board terminal of the locomotive; 2) After receiving the route control information sent by the tracking control server, the on-board terminal judges whether to accept the current route control information in combination with the current locomotive handle and running direction. If it is satisfied, it sends a control receipt to the tracking control server and sends the current route information to the LKJ device, and the LKJ device realizes the final train control; 3) The on-board terminal receives the real-time longitude and latitude information of the locomotive sent by the satellite positioning base station, and makes an initial position registration logic judgment on the locomotive in combination with the virtual transponder data of the station section and the occupancy and clearing status of the section where the virtual transponder is located; if the running direction of the locomotive meets the network access conditions, it sends an application for network access to the tracking control server; 4) The on-board terminal judges whether the locomotive enters the control range of a certain station according to the received longitude and latitude coordinates and the coordinates of the station center point, and sends the station number, interlocking code position information, data of the approaching route machine and signal machine in front to the on-board terminal display DMI. The on-board terminal display DMI displays the station yard map entering the station, the name and status information of the approaching route and signal machine in front in real time according to the received information, and prompts the status information of the signal machine in front through voice.

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