An enhanced train operation monitoring device

Abstract

The enhanced LKJ of the present invention, based on the existing LKJ2000, adds an interface for communicating with the BTM, and adds safety control functions for train location positioning, grade conversion, and track setting according to the transponder information. The enhanced LKJ is compatible with CTCS-0 and CTCS-S sections; it is compatible with C2 transponders, so that trains can run on C2 lines; it realizes mutual conversion between CTCS-0 and CTCS-2 through grade conversion transponders; the enhanced LKJ adds standby, restricted and guidance control modes relative to the existing LKJ2000; the enhanced LKJ obtains temporary ground speed limit information through wireless communication and performs temporary speed limit control. Technical advantages of the present invention: Compared with the existing LKJ2000, the enhanced LKJ reduces the driver's manual operation and improves safety and operating efficiency. Compared with the C2 train control device, it requires less ground equipment and has low maintenance costs.

Description

Technical Field

[0001] The invention relates to an enhanced train operation monitoring device (LKJ). Background Art

[0002] The existing LKJ2000 devices are widely used in existing lines to prevent trains from overrunning signals and speeding accidents, thus ensuring the safety of train operation.

[0003] However, the existing LKJ2000 device lacks sufficient ground system data support and insufficient safety control information, resulting in the following unsafe operation control items:

[0004] The LKJ2000 device cannot obtain ground positioning information, and the driver needs to enter the route number and station number and drive manually to align the vehicle, which increases the driver's workload and introduces unsafe items such as manual misoperation.

[0005] The driver enters the track number. If the track number is entered incorrectly, it may cause incorrect track data to be used, resulting in accidents such as entering or leaving the station through signal errors or speeding accidents.

[0006] Due to the lack of vehicle-to-ground communication means or interface, LKJ2000 cannot meet the needs of sudden temporary speed limit monitoring caused by disaster weather, traffic accidents, equipment failures, etc., except for planned temporary speed limits input and monitoring through IC cards. It can only rely entirely on manual control by the driver, and there are unsafe items such as protection errors, delays, and losses.

[0007] In order to eliminate the unsafe items existing in the LKJ2000 train operation monitoring device, it is necessary to enhance the safety of the device to meet the growing demand for safe operation of existing railways. Summary of the invention

[0008] The present invention provides a train operation monitoring device enhanced based on LKJ.

[0009] The present invention provides an enhanced train operation monitoring device (LKJ), which adds an interface for communicating with a transponder transmission module (BTM) based on the existing LKJ2000, and adds safety control functions such as train position positioning, grade conversion, and track setting according to the transponder information provided by the BTM.

[0010] The enhanced train operation monitoring device is compatible with CTCS-0 and CTCS-S level sections;

[0011] The enhanced train operation monitoring device adds standby, restricted and guidance control modes compared to the existing LKJ2000;

[0012] The enhanced train operation monitoring device adds an interface with a wireless communication unit, and can obtain temporary speed limit information on the ground through wireless communication to perform temporary speed limit control;

[0013] The enhanced train operation monitoring device is based on the on-board LKJ basic line data with added balise information, and reads the ground balise information through the BTM to realize the starting start positioning function, the track number automatic setting function, the train positioning function using the balise, the train stopping control function based on the track accurate balise positioning, and the door opening side selection function when completing the door / platform door linkage control;

[0014] The enhanced train operation monitoring device is compatible with C2 balises, so that trains can run on C2 lines; and the conversion between CTCS-0 and CTCS-2 is achieved through the level conversion balise.

[0015] Technical advantages of the present invention: Compared with the existing LKJ2000, the enhanced LKJ of the present invention reduces the manual operation of the driver, improves safety and operation efficiency. Compared with the CTCS-2 train control device, it requires less ground equipment and has low maintenance costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 This is a schematic diagram of the enhanced LKJ structure of the present invention.

[0017] Figure 2 Schematic diagram of mode conversion of the present invention

[0018] Figure 3 Schematic diagram of train departure with outbound balise set according to the present invention

[0019] Figure 4 Schematic diagram of train departure without outbound balise group in the present invention

[0020] Figure 5 Schematic diagram of temporary speed limit for the section and station main line of the present invention

[0021] Figure 6 Schematic diagram of temporary speed limit for the station siding receiving track of the present invention

[0022] Reference symbols JZ--entry transponder group X--entry signal S3--track 3 X3--exit signal 127 control curve--default track speed limit control curve CZ--exit transponder group FJZ--reverse entry transponder group L, UU, B--ground signal light position DETAILED DESCRIPTION

[0023] 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.

[0024] According to the characteristics of the public transportation operation and cross-line operation of urban (suburban) railway EMUs, and in view of the shortcomings of the existing C0 train control system, in accordance with the principles of "mature technology, safe and reliable, economical and applicable, and moderately advanced", based on the integrated innovation of CTCS mature technology, it is proposed to study the urban (suburban) train control system based on ground transponders.

[0025] The urban (suburban) train control system (i.e., CTCS-S level train control system) fully draws on the relevant technologies and designs of the CTCS-2 and CTCS-3 level train control systems. While maintaining the centralized storage of the LKJ equipment for the basic line data of the C0 system, it adopts ground transponders and interfaces with wireless train control CIR to enhance the functions of the LKJ equipment, eliminate unsafe items in train control, and expand ATO-related functions to meet the operation needs of urban (suburban) railway EMUs.

[0026] As the on-board main control unit of the urban (suburban) train control system, the enhanced LKJ has expanded the CAN interface BTM, serial wireless communication transmission unit and CAN interface on-board ATO unit compared to the existing LKJ. Based on the on-board centralized storage data, it receives track circuit information from the main locomotive signal, receives temporary speed limit information and station track number information from the wireless communication transmission unit (such as wireless train control CIR), and receives transponder messages from BTM to realize automatic selection of route number, station number, track number, interval parking space adjustment, temporary speed limit and other functions. By communicating with the on-board ATO, the door protection function is realized. The device structure is as follows: Figure 1 shown.

[0027] This enhanced LKJ has CTCS-0 level train control function. In CTCS-0 level line section, the same function as the existing LKJ2000 is used to monitor train operation; in CTCS-S line section, when the onboard BTM fails or the balise is lost continuously, the CTCS-0 level train control function is used to monitor train operation.

[0028] This enhanced LKJ has CTCS-S level vehicle control functions. In CTCS-S level line sections, it has transponder vehicle control function; wireless communication module signal temporary speed limit function; ATO door protection function.

[0029] This enhanced LKJ device is compatible with CTCS-2 level line sections, adds necessary balise information of C2 lines to the basic data used, monitors train operation at the CTCS-S level, and reduces the cost of line reconstruction.

[0030] The two levels of operation use unified LKJ basic data and monitoring speed curve algorithm, and can implement smooth and seamless conversion between CTCS-S and CTCS-0 levels through ground level conversion transponders.

[0031] This enhanced LKJ device has the following 7 working modes:

[0032] a) Standby mode (SB);

[0033] b) Degraded mode (PS);

[0034] c) Normal mode (FS);

[0035] d) Limited Mode (LS);

[0036] e) guidance mode (CO);

[0037] f) visual mode (OS);

[0038] g) Shunting mode (SH).

[0039] Among them, standby, restricted and boot modes are newly added modes of enhanced LKJ, and other modes are consistent with the existing LKJ.

[0040] The standby mode is the protection mode that the device automatically enters after power-on and self-test succeeds. In the standby mode, the device performs parking protection and prohibits the movement of the train. The newly added standby mode can realize automatic safety protection when the device is in standby mode to prevent unexpected safety accidents of the train.

[0041] Restricted mode is the working mode used when the onboard equipment calls the basic line data normally, but lacks ground control data and needs manual input or confirmation. In this working mode, the onboard equipment should monitor the train operation according to the target-distance mode curve based on the driving permit, basic line data and manually input control data. In this working mode, the onboard equipment prompts the driver to input or confirm the corresponding control data, and the driver shall be responsible for the accuracy of the control data.

[0042] The restricted mode solves the problem of being unable to use the normal mode to control the train when the transponder failure makes it impossible to obtain the transponder information, but still requires continuous and safe control of the train. It can ensure uninterrupted safety protection for the train and improve the train operation efficiency.

[0043] Guidance mode is the working mode used after the station guidance route is established, the onboard equipment receives the track circuit HB code, and the train speed is lower than the specified value. In this working mode, the driver should be responsible for driving the train and taking corresponding measures according to the ground conditions to ensure the safety of the train operation.

[0044] The added guidance mode solves the need to guide trains into the station after a train receiving equipment failure, provides a reliable and safe protection measure for guiding trains into the station, and ensures the safe and reliable operation of guiding trains into the station.

[0045] The conversion relationship between each mode is as follows Figure 2 shown.

[0046] Note 1: Each column transition condition represents the transition-out condition of the pattern in that column; each row transition condition represents the transition-in condition of the pattern in that row.

[0047] Note 2: “1>” means that condition 1 must be met to trigger the mode in the column to switch to the mode in the row indicated by the arrow “>”; “8, 9” means “condition 8 or condition 9”.

[0048] This enhanced LKJ retains the existing LKJ basic centralized storage method, and improves the point information data item design based on the existing data source file data element classification to meet the requirements of enhanced LKJ equipment using transponder data to control the vehicle.

[0049] After the train passes the balise group, it obtains the balise number and the direction it passes through, searches for the corresponding balise address in the balise index table of the LKJ basic line data, locates, organizes line data to monitor train operation, and realizes automatic selection of route number, station number, track number, automatic start-up benchmarking, and interval parking adjustment.

[0050] The track precise positioning transponder setting in the CTCS-S level section is consistent with that in the CTCS-2 level section, and the ATO door protection function can be compatible with operation in the C2 section.

[0051] This enhanced LKJ obtains station information and accurate stop signs through the track precision transponder, communicates with the on-board ATO equipment, and completes the door protection function.

[0052] Compared with the existing LKJ, this enhanced LKJ reduces the driver's operating workload, eliminates the unsafe items introduced by the driver entering the route number, station number, driving to the mark, manually adjusting the parking space, and entering the track number, thereby enhancing safety.

[0053] This enhanced LKJ uses the IC card planned temporary speed limit function to implement the temporary speed limit function in the CTCS-0 level line section.

[0054] In the CTCS-S level line section, the enhanced LKJ can also obtain the temporary speed limit dispatch command through the wireless communication transmission unit to realize the sudden temporary speed limit control. After the driver confirms / cancels the temporary speed limit, the enhanced LKJ will feedback the driver's operation results to the ground, realizing real-time, closed-loop management of the temporary speed limit.

[0055] In the CTCS-2 level line section, the balise temporary speed limit function is compatible and the temporary speed limit function is realized through the balise temporary speed limit package information.

[0056] When the speed limit values ​​and speed limit locations of the above temporary speed limit information are exactly the same, they can be executed together. When the temporary speed limit information overlaps and is inconsistent, it should be executed with the lowest speed limit value and the longest speed limit distance to monitor trains passing through the temporary speed limit area.

[0057] Compared with LKJ2000, this enhanced LKJ solves the problem of temporary speed limit in emergencies being completely controlled by the driver manually, reducing the safety risks of missed and wrong control of temporary speed limit in emergencies. In addition, there is no need for ground temporary speed limit server in CTCS-S level line sections, reducing ground equipment and maintenance costs. At the same time, it is compatible with CTCS-2 level line section transponder temporary speed limit, reducing line reconstruction costs.

[0058] Embodiment 1 Transponder Controlled Vehicle

[0059] This enhanced LKJ device enters standby mode when powered on. When the train is controlling the departure car, after the device receives the locomotive signal permission code, the driver presses the "drive" button on the human-machine interaction unit (DMI), and the device enters degraded mode.

[0060] When the train departs and passes the outbound balise group (CZ), the onboard equipment searches for the data address of the corresponding balise in the LKJ onboard basic data according to the balise number and the direction of the balise, retrieves the line data, automatically completes the selection of the route number and station number, switches to the normal mode, generates the speed monitoring curve, and monitors the train operation, such as Figure 3 shown.

[0061] If the device receives an abnormality in the transponder group of the outbound signal machine, the DMI prompts that the transponder reception is abnormal, and continues to operate in PS mode until the transponder group at the outbound exit switches to normal mode. If the entire outbound transponder group is lost, this enhanced LKJ has no abnormality prompt and continues to operate in degraded mode (PS) until the transponder group at the outbound exit switches to normal mode.

[0062] The train starts from the station track where no exit balise is set up. The train starts in degraded mode. The locomotive signal information allows the code to run at a limited speed. When it reaches the exit balise, it receives the balise information, completes the train positioning and retrieves the line data, and switches to normal mode (FS). Figure 4 shown.

[0063] The long-distance section is equipped with a positioning transponder group (DW). LKJ opens the transponder expected receiving window according to the transponder position calibrated by the basic data of the line, receives the transponder group information, automatically performs parking space adjustment and continues to operate.

[0064] If two consecutive sets of balises are received abnormally, or the enhanced LKJ host unit diagnoses a BTM device failure, the driver will be prompted to confirm entering the restricted mode (LS). In the restricted operation state of the train section, if the balise information is received correctly again, the enhanced LKJ can automatically switch to the normal mode (FS) and prompt the driver to confirm through the DMI.

[0065] This enhanced LKJ automatically selects the track number according to the transponder of the station entry signal. When the corresponding siding track data cannot be matched in the on-board basic data or the transponder information is not received, this enhanced LKJ monitors the train stopping on the siding track according to the default track data.

[0066] Example 2: Temporary speed limit on CTCS-S level line section

[0067] This enhanced LKJ can obtain and store temporary speed limit information from the wireless communication device interface (CIR interface), and perform temporary speed limit control based on the stored information to ensure that the train passes through the speed limit area safely at a speed lower than the speed limit.

[0068] In the CTCS-S level line section, the enhanced LKJ receives the temporary speed limit information on the ground through the wireless communication unit, and the DMI prompts the driver to confirm / cancel the temporary speed limit information.

[0069] The enhanced LKJ draws a speed curve for the received temporary speed limit information according to the IC card temporary speed limit processing method.

[0070] The enhanced LKJ will feed back the confirmation / cancellation operation results to the ground, realizing real-time execution and closed-loop management of temporary speed limits.

[0071] When the section or station main line is running, this enhanced LKJ integrates line speed limit and temporary speed limit, generates speed limit control curve, and monitors the train passing through the temporary speed limit area of ​​the section (including the station main line), such as Figure 5 shown.

[0072] When the station ahead of the train arranges for siding access and a temporary speed limit is set for the siding track or switch area, after the train enters and receives the yellow 2 code (U2), the enhanced LKJ uses the lower value of the temporary speed limit and the default track switch speed limit as the target speed, generates a speed monitoring curve, and monitors the train approaching the station.

[0073] When the train passes through the station signal transponder group, the enhanced LKJ receives the receiving track number information. If the receiving track number is the same as the temporary speed limit track number, a speed monitoring curve is generated based on the lower value of the receiving route speed limit and the temporary speed limit, and the monitored train runs according to the temporary speed limit of the siding track, such as Figure 6 shown.

[0074] 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. An enhanced train operation monitoring device LKJ, based on the existing LKJ2000, adds an interface for communicating with the balise transmission module BTM, and adds safety control functions such as train position positioning, grade conversion, and track setting according to the balise information provided by BTM. The enhanced train operation monitoring device is compatible with CTCS-0 and CTCS-S level sections; The enhanced train operation monitoring device adds standby, restricted and guidance modes compared to the existing LKJ2000; the standby mode is the protection mode entered by default when powered on; the restricted mode is the working mode used when the on-board equipment calls the line basic data normally, but lacks ground control data and requires manual input or confirmation; the guidance mode is the working mode used when the station guidance route is established, the on-board equipment receives the track circuit HB code, and the train speed is lower than the specified value; The enhanced train operation monitoring device adds an interface with a wireless communication unit, and can obtain temporary speed limit information on the ground through wireless communication to perform temporary speed limit control; The enhanced train operation monitoring device is based on the on-board LKJ basic line data with added balise information, and reads the ground balise information through the BTM to realize the starting start positioning function, the track number automatic setting function, the train positioning function using the balise, the train stopping control function based on the track accurate balise positioning, and the door opening side selection function when completing the door / platform door linkage control; The enhanced train operation monitoring device is compatible with C2 balises, so that trains can run on C2 lines; and the conversion between CTCS-0 and CTCS-2 is achieved through the level conversion balise.

2. The enhanced train operation monitoring device according to claim 1, characterized in that: The enhanced train operation monitoring device automatically enters the standby mode after the device is powered on and the self-check is successful. In the standby mode, the device performs parking protection and prohibits the train from moving; The restricted mode solves the problem of being unable to use the normal mode to control the train when the transponder fails and the transponder information cannot be obtained, but the need for continuous and safe train control is required, which can ensure uninterrupted safety protection of the train. The guidance mode solves the need to guide the train into the station after the train receiving equipment fails. In this working mode, the driver should be responsible for driving the train and taking corresponding measures according to the ground conditions to ensure the safety of the train operation.

3. The enhanced train operation monitoring device according to claim 1, characterized in that: The enhanced train operation monitoring device adds an interface with the ATO equipment, performs precise positioning and obtains parking point information based on the precise transponder information, sends accurate and stable stopping information, door opening permission information, and door opening side information to the ATO equipment, and assists the ATO equipment in completing the platform door / train door linkage control.

4. The enhanced train operation monitoring device according to claim 3 is characterized in that: The track precise positioning transponder setting in the CTCS-S level section is consistent with that in the CTCS-2 level section, and the ATO door protection function can be compatible with operation in the C2 section.

5. The enhanced train operation monitoring device according to claim 1, characterized in that: After the train passes the balise group, it obtains the balise number and the direction of passing the balise, searches for the corresponding balise address in the balise index table of the LKJ basic line data, locates and organizes line data to monitor train operation, and realizes the automatic selection of route number, station number, and track number, automatic departure and marking, and interval parking space adjustment functions.

6. The enhanced train operation monitoring device according to claim 1, characterized in that: The enhanced train operation monitoring device uses an IC card to execute a planned temporary speed limit function in a CTCS-0 level line section; obtains temporary speed limit information through the wireless communication unit in a CTCS-S section; and obtains temporary speed limit information through a transponder in a CTCS-2 section.

7. The enhanced train operation monitoring device according to claim 6, characterized in that: In the CTCS-S level line section, after the driver confirms / cancels the temporary speed limit, the enhanced LKJ will feedback the driver's operation results to the ground, realizing real-time, closed-loop management of the temporary speed limit.

8. The enhanced train operation monitoring device according to claim 6, characterized in that: When the speed limit value and speed limit location of the temporary speed limit information are exactly the same, they can be executed together. When the temporary speed limit information overlaps and is inconsistent, it should be executed with the lowest speed limit value and the longest speed limit distance to monitor trains passing through the temporary speed limit area.

9. The enhanced train operation monitoring device according to claim 6, characterized in that: There is no need for a ground temporary speed limit server in the CTCS-S level line section; the enhanced LKJ obtains and stores the temporary speed limit information from the CIR interface, and performs temporary speed limit control according to the stored information to ensure that the train passes the speed limit area safely at a speed lower than the speed limit value.

10. The enhanced train operation monitoring device according to claim 1, characterized in that: The enhanced train operation monitoring device automatically selects the track number according to the transponder of the station entry signal. When the corresponding siding track data cannot be matched in the on-board LKJ basic line data or the transponder information is not received, the default track data is used to monitor the train stopping at the siding track.

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