A vehicle control data suitable for enhanced LKJ

Abstract

The vehicle control data applicable to the enhanced LKJ of the present invention includes the vehicle-mounted LKJ basic data and the ground transponder message; in the C0 section, the vehicle control data is obtained only from the vehicle-mounted host; in the CS and C2 sections, the transponder information is written into the LKJ basic data; the transponder index information is set in the LKJ basic data, and the track number information package is defined in the transponder message, and the transponder data item setting position is improved to be immediately after the signal data, that is, before the track data. The technical advantages of the present invention are as follows: (1) When the train departs from the CS section, after passing the ground transponder, the data in front of the current position can be automatically called, and when the train departs from the siding, the track data can be correctly called for vehicle control, thereby improving departure efficiency; (2) In the CS section, the data address can be automatically located after passing the transponder, eliminating the manual correction operation of the driver; (3) It can operate normally in the C0, CS, and C2 sections.

Description

Technical Field

[0001] The present invention relates to the LKJ field of the railway industry, and in particular to vehicle control data of an enhanced LKJ. Background Art

[0002] We are currently in an important period of opportunity for urban (suburban) railway construction and technological development. In addition to the needs of public transportation and interconnected cross-line operation, urban (suburban) railway EMUs also have low-investment and easy-to-implement engineering requirements for the priority use of existing conventional railways to operate urban (suburban) EMU projects. The existing line train control system upgrade requires a small number of new equipment, few interfaces with the existing system, little impact on operational safety, and easy organization of engineering construction. Therefore, it is necessary to develop a train control system that meets the needs of urban (suburban) railways based on the existing CTCS-0 (hereinafter referred to as C0) level train control system, especially for the use of existing line railways to operate urban (suburban) EMU projects and solve the problems of public transportation operations, which has important practical significance and market value.

[0003] The existing C0 train control system is a component of CTCS. The onboard LKJ equipment can prevent trains from running into signals and overspeeding accidents, and assist locomotive drivers to improve their operating ability, playing an important role in ensuring the safe operation of existing conventional railways. At present, when using LKJ equipment to control trains, the driver needs to manually input the section number and station number when the train starts, and then LKJ calls the data behind the corresponding station in the onboard basic data. There are too many setting parameters that need to be entered manually, and there is a risk of manual input errors. When starting from the siding track, because the track number cannot be obtained at the start, it can only start at the most unfavorable speed, which has a certain impact on the efficiency of the train starting from the siding. When receiving the train on the siding, the siding track number needs to be manually entered, and there is a risk of manual input errors. In view of the problem of excessive driver operations in the above-mentioned existing C0-level train control system, based on the integrated innovation of CTCS mature technology, it is proposed to study the urban (suburban) train control system based on ground transponders, that is, the future conventional railway CTCS-S (hereinafter referred to as CS) system research.

[0004] In the CTCS-2 (hereinafter referred to as C2) and CTCS-3 train control systems, the transponder, as the information carrier from the ground to the vehicle, is easy to maintain and sends information safely and reliably. It is used in major high-speed railways and passenger-dedicated lines and has rich application experience.

[0005] All the vehicle control data of the existing LKJ is stored on the vehicle. However, the enhanced LKJ on-board equipment of the CS system developed by our company has added a BTM interface for obtaining ground transponder information, and its vehicle control data has added transponder data, so the vehicle control data also needs to be improved to meet the application requirements in the C0, CS, and C2 sections. Summary of the invention

[0006] In order to meet the application requirements of enhanced LKJ in CTCS-0, CTCS-S and CTCS-2 sections in the urban (suburban) train control system, the present invention provides a vehicle control data suitable for enhanced LKJ.

[0007] The present invention provides vehicle control data applicable to an enhanced LKJ, including vehicle-mounted LKJ basic data and ground transponder messages, which cooperate with the enhanced LKJ to perform data calling;

[0008] In the C0 section, the enhanced LKJ still only obtains vehicle control data from the vehicle host; in the CS and C2 sections, the transponder information is written into the LKJ basic data, and the vehicle control data comes from the vehicle host and the ground transponder;

[0009] The control data is improved as follows: the transponder index information is set in the LKJ basic data, and the transponder data item is set with data elements related to train positioning and grade conversion; the track number information package is defined in the transponder message, which is used for the station entrance and exit transponders to send the track number for receiving trains;

[0010] The LKJ basic data improves the setting position of the transponder data item to be immediately after the signal data, that is, before the track data;

[0011] Compared with the existing CTCS-2 and CTCS-3 line messages, the transponder message only needs to send the track number information package in the station entry transponder group in the CTCS-S section, which is used for calling the corresponding track data to control the vehicle when the enhanced LKJ enters the station to handle the vehicle entry operation.

[0012] Technical advantages of the present invention:

[0013] (1) When a CS train starts to depart, after passing the ground transponder, the enhanced LKJ can automatically call the current position data ahead, and when starting on the siding, it can correctly call the track data to control the train, thus improving departure efficiency;

[0014] (2) When the CS section enhanced LKJ is running in normal mode, it can automatically locate the data address after passing the transponder, eliminating the driver's manual correction operation;

[0015] (3) The enhanced LKJ can operate normally in the C0, CS, and C2 sections. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 This is a schematic diagram of data sources for the enhanced LKJ vehicle control system of the present invention;

[0017] Figure 2 A schematic diagram of the location of data items of the LKJ basic data transponder of the present invention;

[0018] Figure 3 This is a comparison diagram before and after the improvement of the LKJ vehicle-mounted basic data structure by the present invention;

[0019] Figure 4 This is a schematic diagram of the configuration of the CS section inbound transponder group of the present invention;

[0020] Figure 5 This is a schematic diagram of the track number information package variables of the present invention;

[0021] Figure 6 This is a schematic diagram of the configuration of the outbound transponder group in the CS section of the present invention;

[0022] Figure 7 A schematic diagram of the configuration of a C0 / CS level conversion transponder group of the present invention;

[0023] Figure 8 This is a schematic diagram of the transponder setting of the CS section originating station of the present invention;

[0024] Fig. 9 The result diagram of LKJ basic data compilation for the CS section originating transponder of the present invention;

[0025] Fig.10 This is a schematic diagram of the transponder settings for the C0, CS, and C2 sections of the present invention. DETAILED DESCRIPTION

[0026] The present invention is described in detail below in conjunction with specific embodiments. The following embodiments will help those skilled in the art to further understand the present invention, but are not intended to limit the present invention in any form. It should be noted that, for those of ordinary skill in the art, several variations and improvements may be made without departing from the inventive concept, and these all belong to the protection scope of the present invention.

[0027] The present invention improves the on-board basic data structure of LKJ basic data and the data elements in the transponder data items, and defines the ground transponder setting and message sending principles, so that the enhanced LKJ can use the LKJ basic data and transponder data to control the vehicle, eliminating the driver's manual operations in inputting temporary control parameters at the start, inputting the track number of the receiving vehicle, and correcting the interval position.

[0028] The urban (suburban) train control system fully draws on the relevant technologies and designs of the CTCS-2 and CTCS-3 train control systems, still maintains the centralized on-board storage of line basic data, adopts the ground transponder interface, enhances the LKJ equipment function, and solves the problem of driver intervention in data call and train positioning. The enhanced LKJ on-board equipment in the CS system has made certain improvements compared to the existing LKJ function. Due to the addition of the BTM interface, the source of train control data has also changed, such as Figure 1As shown, the transponder message obtained from the BTM interface is added. In order to meet the application of the enhanced LKJ in the C0, CS, and C2 sections, the present invention provides a vehicle control data suitable for the enhanced LKJ. The source of the enhanced LKJ vehicle control data is as follows: Figure 1 As shown, in the C0 section, the enhanced LKJ vehicle control data still all comes from the on-board host; in the CS and C2 sections, the enhanced LKJ vehicle control data comes from the on-board host and the ground transponder.

[0029] Among them, the following improvements have been made to the LKJ basic data stored in the vehicle host:

[0030] 1) Write the CS and C2 segment transponder information into the LKJ basic data;

[0031] 2) Added the data elements of purpose, number and data direction, level conversion flag, and measures taken by LKJ when link fails to the balise data items, and improved the data item position to be close to the signal or station information data item. The balise data item setting position is as follows: Figure 2 As shown in the figure, this improvement enables the enhanced LKJ siding to control the train departure according to the branching speed limit and branching distance of the corresponding track when it departs. Compared with the existing LKJ departure that can only use the branching speed limit in the station information, the improved location of the balise data item setting improves efficiency.

[0032] 3) The vehicle-mounted LKJ basic data structure adds a transponder index table. The vehicle-mounted basic data structure before and after the improvement is as follows Figure 3 As shown;

[0033] The transponder index table can be defined as shown in the following table:

[0034] The transponder index table consists of a header and transponder information. The header is 8 bytes and stores 4 groups of identical data. Every two bytes correspond to one group of data. Each group of data value represents the number of transponder information groups. For example, 0700070007000700 represents 7 groups of data. Each transponder information in the transponder index table is defined as follows:

[0035]

[0036] a) The transponder index table records the transponder group as a unit.

[0037] b) Each transponder group with different data addresses described in the LKJ basic data should have a corresponding record in the index table.

[0038] c) The transponder information is stored in ascending order of region number, zone number, station number and transponder number.

[0039] The transponder data items can be defined as shown in the following table:

[0040] The balise data item corresponds to the balise group on the line. The balise data item should be after the signal data item. When there is no station information data item after the signal data item, it should be placed close to the signal data item. When there is a station information data item after the signal data item, it should be placed after the station information data item. The balise data items are arranged in increasing order of crossing distance.

[0041]

[0042] a) Side track number

[0043] The outbound transponder group is filled in according to the track where the transponder is located, and the default value for other purposes is 0.

[0044] b) Over the distance

[0045] The range is between 0 and 65535, in meters (m). Fill in the absolute value of the difference between the mileage coordinates of the balise location and the mileage coordinates of the unit start point. If there is a link break between the balise and the unit start point of the signal machine or the mileage is discontinuous due to changes in the maintenance line, it should be calculated and accumulated separately.

[0046] c) Transponder number

[0047] The transponder number is composed of the region number, subdistrict number, station number and transponder number. It does not reflect the serial number within the transponder group.

[0048] d) Purpose

[0049] Fill in according to the actual purpose of the transponder.

[0050] e) Mileage

[0051] The mileage of the transponder with serial number 1 in the transponder group should be in the range of -999.999 to 4194.303.

[0052] 1) Long chain logo

[0053] When this option is selected, it means that the mileage of the transponder group is in a long chain. The long chain sign corresponds to the "a" in the mileage. When a long chain appears in the line mileage, kilometer marks and hundred-meter marks should be set within the long chain range. The number of the long chain kilometer mark should be the same as the basic mileage number, and the mileage number should be suffixed with A, B, C...Z, AA, AB...AZ, etc. The long chain hundred-meter mark should be suffixed with a lowercase letter a after the number.

[0054] 2) Repeated kilometer mark number

[0055] Indicates the long chain number of the signal kilometer mark to which the station information belongs. The range is between 0 and 30. Long chain numbers 1 to 30 correspond to the suffixes A to AD of the long chain mileage. Corresponding to the serial number column of the station information. When the mileage is within the long chain, the long chain mark should be checked and the corresponding long chain number should be set according to the published information.

[0056] f) Line number

[0057] Indicates the line number of the line where the signal in front of the transponder is located, ranging from 0 to 65535.

[0058] g) Measures taken by LKJ when link fails

[0059] When the link fails, the measures taken by LKJ include no response, normal braking, and emergency braking. Under normal circumstances, this item should be filled in with "no response"; special circumstances need to be analyzed in combination with the actual situation, such as the end line transponder, this item should be filled in with "emergency braking".

[0060] h) Logo information

[0061] 1) Uplink flag

[0062] The type of maintenance line where the corresponding balise is located.

[0063] 2) Downward sign

[0064] The type of maintenance line where the corresponding balise is located.

[0065] 3) Three-line sign

[0066] The type of maintenance line where the corresponding balise is located.

[0067] 4) Reverse sign

[0068] The line where the corresponding transponder is located is the line where vehicles pass in the reverse direction.

[0069] 5) Inter-level conversion mark

[0070] Check this box when the transponder usage is line level switching.

[0071] 6) Front line level

[0072] Fill in the line level after inter-level switching.

[0073] The transponder setting and message sending principles of the present invention are as follows:

[0074] (1) Active transponder groups are installed at the entrances and exits of stations where train pick-up operations are planned in the CS section, such as Figure 4 As shown, it is used to send a track number information packet to the enhanced LKJ. The variables and descriptions of the information packet are as follows Figure 5 As shown;

[0075] (2) In the CS section, a passive balise group is installed outside the departure signal of the station main line and the departure line, such as Figure 6 As shown, an empty message is sent;

[0076] (3) In the CS section, for stations with a distance of more than 10 km between stations, passive balises can be set up at appropriate locations to send empty messages;

[0077] Set up a level conversion transponder group at the boundary between C0 and CS areas, such as Figure 7 As shown, an empty message is sent to implement the level conversion between the C0 and CS segments of the enhanced LKJ;

[0078] The vehicle control data of the enhanced LKJ of the present invention in the C0, CS, and C2 sections are set as follows:

[0079] In the C0 section, the enhanced LKJ still only obtains data from the vehicle host;

[0080] From the C0 section to the CS section, an inter-level conversion balise needs to be installed on the ground, such as Figure 7 As shown, after writing the transponder information (transponder data item) to the corresponding signal in the LKJ basic data, check the inter-level conversion flag and select the converted level as CS;

[0081] When used in the CS section, the vehicle control data comes from the on-board host and the ground transponder. Compared with the existing CTCS-2 and CTCS-3 line messages, the transponder message in the vehicle control data only needs to send the track number information package in the station transponder group in the CTCS-S section, which is used for the enhanced LKJ station entry to handle the vehicle entry operation and call the corresponding track data to control the vehicle. All transponders do not need to send line data such as slope, speed, phase separation area and track section. The line data uses the existing LKJ on-board basic data, which reduces the maintenance of the transponder message due to line data changes, and does not affect the existing LKJ data replacement. Instead, the driver's initialization, vehicle entry and manual correction operations of the track number are eliminated through the transponder:

[0082] (1) Obtaining train departure data through the balise

[0083] A passive balise group needs to be installed before the departure signal at the departure station, such as Figure 6 As shown, an empty message is sent. In the LKJ basic data, the balise data item is written to the station entry signal data item and is close to the signal. The manual entry of the section number and station number is cancelled for train departure, and the balise positioning data is used instead. Taking forward operation as an example, after the train passes the balise, the direction and balise number of the balise are obtained. The enhanced LKJ address acquisition process is as follows: Figure 3As shown, firstly, the address of the balise index table is obtained from the LKJ on-board basic data file header, and a unique data address is obtained from the balise index table according to the three variables of the balise number, the direction of passing the balise, and the data direction (forward) of the train. Then, the line data is obtained from the data address. For example, if the train departs from a siding, the track number where the balise is located can be obtained from the line data, thereby realizing the control of train departure according to the track divergence speed limit and divergence distance.

[0084] (2) Obtain the track number of the vehicle through the transponder

[0085] An active balise group must be installed before the station entry signal. Figure 4 As shown, the active transponder sends track number information (such as Figure 5 The track number information package shown in the figure is given to the enhanced LKJ to cancel the manual input of the track number.

[0086] (3) Calibration using transponders

[0087] A positioning transponder group is set up in the interval greater than 10km, and the transponder information is written into the LKJ basic data. Automatic correction can be achieved through the transponder, and manual correction operation can be cancelled. The transponder message in the vehicle control data does not need to contain link information. The LKJ basic data transponder data items "transponder number", "crossed distance", and "reaction after link failure" data elements in the vehicle control data can cooperate with the enhanced LKJ to realize the positioning function, which minimizes the vehicle-ground coupling.

[0088] When going from the CS section to the C2 section, the existing ground C0 / C2 inter-level conversion balise can be used, the C0 / C2 inter-level conversion balise information can be written into the LKJ basic data, the inter-level conversion mark can be checked, and the level after conversion can be selected as C2; the train can also continue to operate at the CS level. If it continues to operate at the CS level in the C2 section, the C2 balise information can be written into the LKJ basic data for train positioning and automatic selection of track numbers.

[0089] Example 1 Enhanced LKJ starting operation control vehicle data in CS section siding

[0090] The following takes the departure operation of a station to the departure line in the CS section as an example to introduce how to produce the vehicle control data of the enhanced LKJ.

[0091] like Figure 8 As shown, there is a siding departure operation at departure line 3G. The control data production is divided into the following steps:

[0092] (1) Set up the transponder in the CS segment

[0093] Referring to the transponder setting principle of the present invention, a BX3 transponder group can be set 20m before the X3 outbound signal of 3G. BX3 can be composed of two passive transponders, and the transponder with sequence number 1 in the group is far away from the X3 signal. Referring to the transponder position table of C2 and C3, the transponder setting is as follows:

[0094]

[0095] (2) Add transponder information to LKJ basic data

[0096] According to the line where the balise is located, find the location where the balise data needs to be added in the LKJ basic data. Taking the train departure to the downlink positive direction as an example, find the downlink positive line data and locate the balise between the entry signal and the exit signal. Then add point information only after the entry signal, such as Fig. 9 As shown, the transponder number, purpose, mileage, track number, are filled in according to the position table above; because the train is departing in the downward and positive direction, it will first pass the transponder with the sequence number 1 in the BX3 group, so the forward passing transponder flag is checked; because the added transponder data item is in the downward and positive direction of the line, it is deployed in the positive line and checked; the engineering up and down lines are checked according to the line data, and the downward line is checked in this example; the transponder loss response is selected as no response; this transponder is not an inter-stage switching transponder, so it is not checked.

[0097] (3) Add a transponder index table to the vehicle basic data. An example is shown in the following table:

[0098]

[0099] (4) Transponder message production

[0100] The two passive transponders in the BX3 group send an empty message, containing only the message header.

[0101] After the data is prepared, the enhanced LKJ obtains the BX3 message through the BTM interface and obtains the transponder number. The direction of passing through the transponder group is obtained by the order in which the transponder message in the BX3 group is obtained. In this example, -1 is received first and then -2, so the direction of passing through the transponder is positive. Because the train is going in the positive direction, the data direction of the transponder is positive. The enhanced LKJ of the present invention finds the unique transponder data address 0x004789D0 in the transponder index table based on the three variables of the transponder number, the direction of passing through the transponder (positive direction), and the data direction of the transponder (positive direction), and organizes the data from this address.

[0102] Example 2 Enhanced LKJ in C0 / CS / C2 section through operation control vehicle data

[0103] Below Fig.10 Take the station shown as an example. Fig.10Among the four stations ABCD, Station B, Station C and the section between Station B and Station C are changed to CS section. The distance between Station B and Station C is greater than 10km. There are ZX0 / 2 transponders installed between Station C and Station D. The enhanced LKJ operates in the C0 section at the C0 level normal mode and in the CS and C2 sections at the CS level normal mode. The steps for making the control data are as follows:

[0104] (1) Add transponders in the CS section and at the boundary between C0 and CS sections

[0105] Add JZ and FJZ transponder groups at the entrance and exit of stations B and C, add DW transponder group between stations B and C, and add ZX0 / S transponder group at the boundary between section C0 and section CS. Fig.10 shown.

[0106] (2) Add transponder information to LKJ basic data

[0107] The added balise is written behind the corresponding signal data of LKJ basic data, and the balise data items are filled in according to the definition. For ZX0 / S balise, check the inter-level conversion mark, and select the converted level as CS. The ZX0 / 2 balise at the boundary between CS and C2 sections and the C2 section balise can also be written into LKJ basic data for positioning and obtaining the track number for receiving vehicles.

[0108] Enhanced LKJ vehicle control data in each section:

[0109] In the C0 section, the enhanced LKJ uses the basic data in the vehicle host;

[0110] At the boundary between the C0 section and the CS section, after passing the ground ZX0 / S transponder, it is learned from the LKJ on-board basic data that this transponder is a level conversion transponder and the level after conversion is CS, and the enhanced LKJ is converted to CS level.

[0111] In the CS section, the enhanced LKJ vehicle control data comes from the on-board host and the ground transponder. The transponder number is obtained through the ground transponder, and the current data is corrected based on the transponder data position in the LKJ basic data.

[0112] At the boundary between the CS segment and the C2 segment, in this example, the ZX0 / 2 transponder information can be written, and the inter-level conversion flag is not checked for positioning.

[0113] In the C2 section, the enhanced LKJ still controls the train at the CS level. The data used for train control comes from the C2 line data of the on-board host and the ground transponder. The ground transponder is used for positioning. When picking up the train on the siding, the enhanced LKJ uses the link information in the C2 station entry transponder and combines it with the transponder information in the on-board data to obtain the track number information for picking up the train.

[0114] The above is only a preferred embodiment of the present invention and is not intended to limit the protection scope of the present invention. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A vehicle control data applicable to the enhanced LKJ, including vehicle-mounted LKJ basic data and ground transponder message, which cooperate with the enhanced LKJ to perform data call; In the C0 section, the enhanced LKJ still only obtains vehicle control data from the vehicle host; in the CS and C2 sections, the transponder information is written into the LKJ basic data, and the vehicle control data comes from the vehicle host and the ground transponder; The control data is improved as follows: the transponder index information is set in the LKJ basic data, and the transponder data item is set with data elements related to train positioning and grade conversion; the track number information package is defined in the transponder message, which is used for the station entrance and exit transponders to send the track number for receiving trains; The LKJ basic data improves the location of the transponder data item to be immediately after the signal data, that is, before the track data; Compared with the existing CTCS-2 and CTCS-3 line messages, the transponder message only needs to send the track number information package in the station entry transponder group in the CTCS-S section, which is used for calling the corresponding track data to control the vehicle when the enhanced LKJ enters the station to handle the vehicle entry operation.

2. The vehicle control data according to claim 1, characterized in that: The transponder data item of the LKJ basic data in the vehicle control data is added with a level conversion flag and a converted level data element, which is used for the enhanced LKJ to convert the level between the CTCS-0 and CTCS-S sections.

3. The vehicle control data according to claim 1, characterized in that: In the CTCS-2 section, only the transponder number, purpose, and crossing distance need to be written into the LKJ basic data, and the station transponder must write the track number where it is located, so as to cooperate with the enhanced LKJ to realize automatic acquisition of track number data and realize compatible operation of the enhanced LKJ in the CTCS-2 section.

4. The vehicle control data according to claim 1, characterized in that: When going from the CS section to the C2 section, the existing ground C0 / C2 inter-level conversion balise can be used, the C0 / C2 inter-level conversion balise information can be written into the LKJ basic data, the inter-level conversion mark can be checked, and the converted level can be selected as C2; the train can also still operate in the C2 section in the CS level control mode. At this time, the LKJ basic data will write the C2 balise information for train positioning and automatic selection of track numbers.

5. The vehicle control data according to claim 1, characterized in that: A positioning transponder group is set up in the interval, and the transponder information is written into the LKJ basic data. Automatic correction can be achieved through the transponder, and manual correction operation can be cancelled. The "transponder number", "distance crossed", and "reaction after link failure" data elements in the transponder data items of the LKJ basic data can be used in conjunction with the enhanced LKJ to realize the positioning function. At this time, the transponder message in the vehicle control data does not need to contain link information.

6. The vehicle control data according to claim 1, characterized in that: The vehicle control data adds a transponder information index table to the existing LKJ basic data, which is used for the enhanced LKJ to obtain the data address after obtaining the transponder data; After the enhanced LKJ obtains a group of transponder numbers, it gets the direction through the transponders in this group, and then retrieves a unique data address in the transponder information index table in combination with the "data direction of the transponder". The enhanced LKJ calls the data after the address according to the data address.

7. The vehicle control data according to claim 6, characterized in that: After the train passes the balise group, it obtains the balise number and the direction of passing the balise, looks up the balise data address in the balise index table of the LKJ basic data, and organizes the data from this address to locate and organize the line data to monitor the train operation, realize the automatic selection of the route number, station number, and track number, and the functions of automatic departure and marking, and interval parking space adjustment.

8. The vehicle control data according to claim 1, characterized in that: The transponder data item corresponds to the transponder group on the line. The transponder data item should be after the signal data item. When there is no station information data item after the signal data item, it should be placed close to the signal data item; when there is a station information data item after the signal data item, it should be placed after the station information data item.

9. The vehicle control data according to claim 1, characterized in that: In the CS section, a passive balise group needs to be set up before the departure signal at the departure station. In the LKJ basic data, the balise data item is written into the entry signal data item and placed close to the signal. The manual input of the section number and station number is cancelled when the train departs, and the balise positioning data is used instead.

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