A LKJ siding receiving and dispatching vehicle control method

Abstract

The LKJ siding train receiving and dispatching control method of the present invention provides siding track number information to LKJ through a transponder group to complete siding train receiving and dispatching control; at the same time, the transponder group provides siding information and start-up alignment information of the departure track of the originating station to LKJ to complete siding dispatching at the originating station and realize automatic start-up alignment of LKJ; a group of transponders are arranged in front of the station entrance signal, and a group of transponders are arranged in front of the exit signal on the station track. The technical advantages of the present invention are as follows: During the siding train receiving and dispatching control process, the driver is not required to input the siding track number, thereby avoiding safety accidents of siding train receiving and dispatching caused by the driver inputting the wrong track number or not inputting the track number. During the siding dispatching process of the originating station, the train siding departure can be accurately and efficiently monitored according to the track information of the departure track, and automatic start-up alignment at the start-up alignment point can be realized.

Description

Technical Field

[0001] The invention relates to a train operation monitoring device (hereinafter referred to as LKJ), and in particular to a LKJ lateral line train receiving and dispatching control method. Background Art

[0002] LKJ is composed of a human-machine interaction unit DMI, an LKJ host and related ancillary equipment. The siding train control function is one of the core business functions of LKJ. The existing siding train control function requires the participation of the driver. Whether the driver correctly enters the siding track number directly affects driving safety and efficiency. The siding departure control function is a type of siding train control function, which is applied to the siding departure at the departure station. The existing siding departure control function cannot utilize the siding information of the departure track of the departure station, resulting in LKJ being unable to accurately and efficiently monitor the train siding departure according to the siding track information of the departure track, affecting the station operation efficiency. Summary of the invention

[0003] The present invention optimizes the existing siding train receiving and dispatching control function, provides the siding track number to LKJ through the transponder group, and completes the siding train receiving and dispatching control. The present invention optimizes the existing siding train starting and starting control function, provides the siding information and start-up benchmarking information of the departure track of the departure station to LKJ through the transponder group, completes the siding train departure at the departure track of the departure station and realizes the automatic start-up benchmarking of LKJ.

[0004] The present invention provides a method for controlling the siding train receiving and dispatching of LKJ, wherein the method provides the siding track number information to LKJ through a transponder group to complete the siding train receiving and dispatching control; at the same time, the transponder group provides the siding information and start-up alignment information of the departure track of the originating station to LKJ to complete the siding train dispatching of the originating station and realize the automatic start-up alignment of LKJ;

[0005] A group of transponders is arranged in front of the station entry signal, which consists of an active transponder and a passive transponder. The transponder group in front of the station entry signal stores the siding track number information sent by the dispatcher and is used for siding train reception and dispatching control.

[0006] A group of transponders is arranged in front of the exit signal on the station track, consisting of 1 active transponder and 1 passive transponder or 2 passive transponders; the transponder group arranged on the track stores the siding track number, branching distance, branching speed limit, corrected distance and distance information from the transponder group to the start-up checkpoint of the track; the siding track number is used for siding train reception and dispatching control, and the branching distance, branching speed limit, corrected distance and distance from the transponder group to the start-up checkpoint are used for siding departure and start control.

[0007] The technical advantages of the present invention are as follows:

[0008] (1) During the siding train control process, the driver is not required to input the siding track number, which reduces the driver's workload, ensures the safety of station siding train operations and improves station operation efficiency, and avoids siding train safety accidents caused by the driver entering the wrong track number or not entering the track number.

[0009] (2) During the siding departure process at the departure station, the train siding departure can be accurately and efficiently monitored according to the track information of the departure track, and the departure point can be automatically aligned with the departure point, thus reducing the workload of the driver and improving the station operation efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] [1] Figure 1 Control flow chart for the existing siding line receiving and dispatching vehicles

[0011] [2] Figure 2 Control flow chart for starting operation of existing siding

[0012] [3] Figure 3 The present invention is a flow chart of the control of receiving and dispatching vehicles on the side line through the transponder group

[0013] [4] Figure 4 The present invention is a flow chart of the control of starting the side line through the transponder group

[0014] [5] Figure 5 Schematic diagram of station topology I and balise installation location

[0015] [6] Figure 6 Schematic diagram of station topology II and balise installation location

[0016] [7] Figure 7 Schematic diagram of station topology III and balise installation location

[0017] Reference numerals

[0018] [1]X, S, XN, SN, XI, X3, etc. - Signal names

[0019] [2]IG, 3G, I-IG, etc. – station track names

[0020] [3]JZ--Entry transponder group, used when entering the station in the forward direction

[0021] [4] FJZ--Reverse entry transponder group, used when entering the station in reverse

[0022] [5] CZ / FCZ--Outbound / Reverse Outbound Transponder Group, used when the train leaves the station

[0023] [6]△--Passive transponder

[0024] [7] --Active transponder

[0025] [8] --Transponder group, the transponder with a small vertical line is defined as the first transponder in the group 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, without departing from the inventive concept, several variations and improvements may be made, which all belong to the protection scope of the present invention.

[0027] When the train is in front of the station entry signal and LKJ receives the signal that triggers the siding train reception and dispatching control function, LKJ monitors the train siding entry, siding operation and siding exit according to the default track information (track information No. 127) by default and reminds the driver to enter the siding track number. After the driver confirms the entry signal, he enters the siding track number required by the dispatching command. LKJ calls the corresponding siding track information to monitor the train siding entry, siding operation and siding exit at the specified speed limit. See the existing siding train reception and dispatching control process. Figure 1 When the train is on the siding track, the existing siding train receiving and dispatching control function allows the driver to change the siding track number. The existing siding train receiving and dispatching control function requires the driver's participation to complete. Whether the driver correctly enters the siding track number directly affects driving safety and driving efficiency.

[0028] The siding track information includes the switch-in distance, switch-in speed limit, correction distance, switch-out distance and switch-out speed limit. The switch-in distance indicates the distance between the switch-in point and the station entry signal; the switch-in speed limit indicates the speed limit when the train passes the switch-in point; the correction distance is used to correct the position of the station exit signal of the track, determine the distance between the station exit signal and the station entry signal, and the distance between the station exit signal and the passing signal; the switch-out distance indicates the distance between the switch-out point and the station exit signal of the track; the switch-out speed limit indicates the speed limit when the train passes the switch-out point. In order to ensure the safety of the station siding train reception and dispatching operations, a default track information (track information No. 127) will be forcibly compiled, and this track information has no actual corresponding physical track. The approach speed limit value of track No. 127 information is compiled according to the lowest speed limit of all approach switches that the train may pass through when entering the station; the departure speed limit value is compiled according to the lowest speed limit of all departure switches that the train may pass through when departing from the station; the approach distance is compiled according to the minimum approach distance of all trains passing the track; the departure distance is compiled according to the maximum departure distance of all trains passing the track; the corrected distance is compiled according to the corrected distance value of the shortest track in the data.

[0029] When LKJ monitors the train siding for dispatching and receiving trains according to the track information No. 127 or the track information input by the driver that is not a dispatching order, there are the following deficiencies or risks: (1) When the speed limit of the actual dispatching and receiving track is higher than the speed limit of the track information No. 127 or the track information input by the driver, or the actual dispatching and receiving track’s entry distance is longer than the entry distance of the track information No. 127 or the track information input by the driver, or the actual dispatching and receiving track’s exit distance is shorter than the exit distance of the track information No. 127 or the track information input by the driver, LKJ’s siding for dispatching and receiving trains will reduce the station’s operating efficiency. (2) When the speed limit of the actual dispatching and receiving track is lower than the speed limit of the track information input by the driver, when LKJ receives and dispatches trains according to the track information input by the driver, the train’s running speed may exceed the entry speed limit or exit speed limit of the actual dispatching and receiving track, thereby causing the train wheels to squeeze and diverge, and then leading to a safety accident of train derailment and damage to the ground line. (3) When the train length is longer than the distance from the entry signal to the exit signal determined by the track information No. 127 or the track information input by the driver, the driver cannot control the rear of the train to pass the mark, affecting the normal operation of the station. (4) When the actual distance from the entry signal to the exit signal of the receiving and dispatching track is longer than the distance from the entry signal to the exit signal determined by the track information No. 127 or the track information input by the driver, the driver cannot control the train to stop at the expected stopping point on the siding track.

[0030] In the operation scenario of one station with multiple yards, when the train is located at the siding track of the current yard, the driver needs to enter the siding track number of the next yard. When the distance between the train and the next yard's entry signal is less than the specified value, the driver enters the siding track number, and LKJ controls the siding train reception and dispatch of the next yard according to the siding track information corresponding to the siding track number entered by the driver. If the distance between the train and the next yard's entry signal is greater than the specified value when the driver enters the siding track number, LKJ controls the siding train reception and dispatch of the current yard according to the siding track information corresponding to the siding track number entered by the driver, and still controls the siding train reception and dispatch of the next yard according to the track information No. 127. Therefore, in the operation scenario of one station with multiple yards, the driver may enter the siding track number of the next yard in advance, causing LKJ to recognize the driver's operation as a change in siding information and perform siding control on the current yard. In particular, when the siding track number currently used in the current yard is the same as the siding track number to be used in the next yard, the driver is more likely to enter the siding track number of the next yard in advance without being noticed.

[0031] The train is located at the siding track of the departure station, LKJ is in degraded mode, and the driver inputs the departure information. The departure signal is released on the ground. After the driver confirms the departure signal, he controls the train to run to the start-up mark point and performs manual start-up mark. After receiving the start-up mark operation from the driver, the train operation monitoring device (LKJ) switches to full monitoring mode to monitor the train operation, and uses the branching distance and branching speed limit in the station information to monitor the train siding departure. See the existing siding departure control process for details. Figure 2 .

[0032] The existing siding departure control function has the following shortcomings: (1) When the siding is started, the driver cannot input the siding number of the departure track, and thus the LKJ cannot accurately and efficiently monitor the train siding exit according to the track information of the departure track. (2) Since the turnout distance in the station information is the maximum or specified value of the absolute value of the difference between the mileage coordinates of the exit signal of each track of the station and the outermost exit turnout on the departure route of the station, the turnout speed limit is the minimum or specified value of the turnout speed of all possible turns when the train departs in a certain direction at the station. Therefore, the LKJ can only control the siding exit according to the most unfavorable speed limit information described in the station information, which affects the operation efficiency of the station. (3) The driver needs to frequently handle the downgraded alarm control and always pay attention to the distance between the actual position of the train and the departure mark point, and also concentrate on controlling the train operation. Therefore, the driver's multitasking state may result in the driver not aligning the car in time at the driving alignment point, or may result in the driver not being able to promptly alert the degradation alarm control function when paying attention to the driving alignment, causing the degradation alarm control function to output an emergency braking command.

[0033] Therefore, in order to solve the deficiencies or risks of the existing siding line receiving and dispatching control function and the existing siding line starting and starting control function, the present invention optimizes the existing siding line receiving and dispatching control function and the existing siding line starting and starting control function. The control method of the present invention provides the siding line track number information to LKJ through the transponder group to complete the siding line receiving and dispatching control; provides the siding line information and starting and starting benchmarking information of the starting station starting track to LKJ through the transponder group, completes the starting station siding line departure and realizes LKJ automatic starting and benchmarking.

[0034] The control method of the present invention includes the arrangement principle of the transponder group, the information stored in the transponder group and its function, and the way in which the LKJ uses the information stored in the transponder group.

[0035] Principles for the arrangement of transponder groups:

[0036] (1) A set of transponders is arranged in front of the station entry signal, consisting of one active transponder and one passive transponder. The distance between the transponder set and the entry signal is 500 meters. When the section length from the passing signal or the advance signal to the entry signal is less than 500 meters, it shall be arranged reasonably according to the specific section length.

[0037] (2) A group of balises is arranged in front of the exit signal on the station track, consisting of one active balise and one passive balise or two passive balises. The distance between the balise group and the exit signal is 20 meters. Whether the balise group arranged on the track includes an active balise depends on the topological structure of the station. When the station has more than two departure directions or the current station consists of a serial field, the station track should consider arranging a balise group including an active balise.

[0038] Note: The direction facing the signal is called the front of the signal.

[0039] Information stored in the transponder group and its function:

[0040] (1) The transponder group in front of the station entrance signal stores the siding track number information sent by the dispatcher and is used for siding train reception and departure control.

[0041] (2) The transponder group arranged on the track stores the siding track number, branching distance, branching speed limit, corrected distance and the distance from the transponder group to the start-up checkpoint of the track. The siding track number is used for siding train reception and departure control, and the branching distance, branching speed limit, corrected distance and the distance from the transponder group to the start-up checkpoint are used for siding departure and departure control.

[0042] (3) The siding track number stored in the transponder group arranged on the track is used to protect the LKJ from the situation that it fails to receive the siding track number provided by the transponder group before the station entry signal or the dispatcher changes the train receiving and dispatching route after the train passes the transponder group before the station entry signal. This ensures that when the LKJ performs siding train receiving and dispatching control, the siding track information called is the same as the siding track information corresponding to the track on which the train is actually running, thereby improving the safety and availability of the LKJ siding train receiving and dispatching control function.

[0043] (4) For a station consisting of serial yards, the transponder group arranged on the track of the previous yard must also store the siding track number information of the next yard sent by the dispatcher for the control of train reception and dispatching on the siding track of the next yard.

[0044] Advantages of transponder groups providing information

[0045] (1) Without changing the way LKJ organizes and uses the existing basic line data, it reduces the driver's operation, provides LKJ with the starting driving location information, and improves the safety of the station's siding receiving and dispatching business and the station's operating efficiency.

[0046] (2) It is versatile and can meet the needs of station siding train reception and dispatching services and the siding train departure services at the departure station, while solving the deficiencies and risks of the existing siding train reception and dispatching control functions and the existing siding departure and dispatching control functions.

[0047] (3) During the siding train control process, the driver is not required to input the siding track number, which reduces the driver's operation, ensures the safety of station siding train operations and improves station operation efficiency, and avoids siding train safety accidents caused by the driver entering the wrong track number or not entering the track number.

[0048] (4) During the siding departure process at the departure station, the train siding departure can be accurately and efficiently monitored according to the track information of the departure track, and the departure point can be automatically aligned with the departure point, which reduces the driver's operation and improves the station operation efficiency.

[0049] Control process of receiving and dispatching vehicles on the siding by means of a balise

[0050] Figure 3 The content shown is a flow chart of the control of the siding line receiving and dispatching vehicle through the transponder group of the present invention. The specific control process of the siding line receiving and dispatching vehicle control function is as follows:

[0051] (1) When the train is in front of the station approach signal and the LKJ receives the locomotive signal information that triggers the siding train control, the LKJ monitors the train siding entry according to the No. 127 siding track information.

[0052] (2) When the train passes the transponder group in front of the station entry signal, LKJ receives the siding track number provided by the transponder group through the on-board BTM (transponder transmission module) device. LKJ calls the corresponding siding track information (incoming speed limit, ingoing distance, outgoing speed limit, outgoing distance and corrected distance) according to the received siding track number to monitor the train siding entry. If the train passes the transponder group in front of the station entry signal, LKJ does not receive the siding track number provided by the transponder group through the on-board BTM device, LKJ continues to monitor the train siding entry according to the siding track information No. 127.

[0053] (3) When the train passes the station entry signal located on the siding track, the LKJ receives the siding track number sent by the first transponder group on the siding track through the on-board BTM equipment, and then compares the received siding track number with the siding track number currently in use to see if they are the same. If the newly received siding track number is the same as the siding track number currently in use, the siding operation and siding exit of the train are monitored according to the siding track information corresponding to the siding track number currently in use; if the newly received siding track number is different from the siding track number currently in use, the siding operation and siding exit of the train are monitored according to the siding track information corresponding to the newly received siding track number.

[0054] Control process of starting siding by means of balise group

[0055] Figure 4 The content shown is a flow chart of the side line start-up control by the transponder group of the present invention. The specific control process of the side line start-up control function is as follows:

[0056] (1) The train is on the siding track of the departure station, with the station’s exit signal ahead of the train.

[0057] (2) LKJ is in degraded mode. After the driver inputs the departure information (including temporary control parameters and train formation information), LKJ prompts that the train is allowed to start the train.

[0058] (3) After the LKJ receives the locomotive signal information allowing the train to depart from the siding and the driver confirms the locomotive signal information, the driver controls the train operation.

[0059] (4) When the train passes the balise group in front of the departure signal, the LKJ receives the start-up alignment information and siding information provided by the balise group through the on-board BTM equipment. The siding information includes the branching distance, branching speed limit and correction distance, and the start-up alignment information is the distance from the balise group to the start-up alignment point.

[0060] (5) When the train passes the balise group in front of the exit signal, the LKJ calculates the distance the train has traveled. When the distance the LKJ calculates is equal to the distance from the balise group to the start-up alignment point, the LKJ determines that the train is at the start-up alignment point and automatically starts the start-up alignment. The LKJ switches from the degraded mode to the full monitoring mode.

[0061] (6) When LKJ switches to full monitoring mode, the distance between the departure signal of the starting track and the first passing signal in front of the train is corrected according to the corrected distance, the position of the departure switch tip of the starting track and the departure speed limit are determined according to the departure distance and the departure speed limit, and the train siding departure is monitored.

[0062] Embodiment 1

[0063] The topological structure of a station is generally divided into three types. The first type of station topological structure has one pick-up direction and one departure direction, such as Figure 5 As shown; the second type of station topology has one pick-up direction and multiple departure directions, such as Figure 6 As shown; the third type of station topology consists of two serial fields, such as Figure 7 shown. Figure 5 , Figure 6 and Figure 7 The following are schematic diagrams of three types of station topology. The actual station topology includes but is not limited to Figure 5 , Figure 6 and Figure 7 Description content. Figure 5 , Figure 6 and Figure 7 As an example of the station topology diagram described above, the layout of the balise group is as follows Figure 5 , Figure 6 and Figure 7 shown.

[0064] by Figure 5 Taking the station topology structure schematic diagram described above as an example, the siding train receiving and dispatching control process of the station topology structure I of the present invention is described.

[0065] (1) The train is located in front of the X-entry signal at station A. The LKJ receives the UU code of the locomotive signal information that triggers the siding train control. The LKJ monitors the train siding entry according to the information of track No. 127.

[0066] (2) The station interlocking sends the siding track number 3 to the active transponder in front of the X station entry signal through the LEU. When the train passes the transponder group (JZ) in front of the X station entry signal, the LKJ receives the siding track number 3 provided by the transponder group (JZ) through the on-board BTM equipment, and the LKJ monitors the train siding entry according to the siding information corresponding to 3G.

[0067] (3) After the train passes the X entry signal, it continues to pass the S3 exit signal. The LKJ receives the siding track number 3 provided by the front transponder group (FCZ) of the S3 exit signal through the on-board BTM equipment. The LKJ continues to monitor the train's operation on the 3G siding and siding exit according to the siding information corresponding to 3G.

[0068] by Figure 7 Taking the station topology structure schematic diagram described above as an example, the siding train receiving and dispatching control process of the station topology structure III of the present invention is described.

[0069] (1) The train is located in front of the X-entry signal at station C. The LKJ receives the UU code of the locomotive signal information that triggers the siding control. The LKJ monitors the train siding entering the station I yard according to the information of track No. 127.

[0070] (2) The station interlocking sends the siding track number 3 to the active transponder in front of the X station entry signal through the LEU. When the train passes the transponder group (JZ) in front of the X station entry signal, the LKJ receives the siding track number 3 provided by the transponder group (JZ) through the on-board BTM equipment, and the LKJ monitors the train siding entering the station I yard according to the siding information corresponding to 3G.

[0071] (3) The station interlocking sends the siding track number 3 of Yard I and the siding track number 4 of Yard II to the active transponder in front of the SI-3 exit signal through the LEU (Lineside Electronic Unit). After the train passes the X entry signal, it continues to pass the SI-3 exit signal of Yard I. The LKJ receives the siding track number 3 of Yard I and the siding track number 4 of Yard II provided by the transponder group (FCZ) through the on-board BTM equipment. The LKJ continues to monitor the train's operation on the 3G siding of Yard I and the siding exit according to the siding information corresponding to 3G of Yard I.

[0072] (4) Before the train passes the XI-3 station entry and exit signal, LKJ receives the locomotive signal information UU code that triggers the siding control. LKJ monitors the train siding entering the station II yard according to the siding information corresponding to 4G of II yard.

[0073] Embodiment 2

[0074] by Figure 6 Taking the station topology schematic diagram described above as an example, the siding starting control process of the station topology II of the present invention is described.

[0075] (1) The train is on IIIG at station B, and the XIII departure signal is ahead of the train.

[0076] (2) LKJ is in downgrade mode. The driver inputs the departure information for direction B. LKJ prompts that the driver is allowed to drive to the target and prepares to call the basic route data on the vehicle for direction B.

[0077] (3) LKJ receives the locomotive signal information UU code that allows the train to depart on the siding. After the driver confirms the locomotive signal information, he controls the train operation.

[0078] (4) The station interlocking sends the start-up alignment information and siding information to the active balise in front of the XIII exit signal through the LEU. When the train passes the balise group (CZ) in front of the XIII exit signal, the LKJ receives the start-up alignment information and siding information provided by the balise group (CZ) through the on-board BTM equipment. The start-up alignment information is the distance from the balise group (CZ) in front of the XIII exit signal to the start-up alignment point for the B direction, and the siding information is the diverging distance, diverging speed limit and correction distance of IIIG when heading for the B direction.

[0079] (5) When the train passes the balise group (CZ) in front of the X3 exit signal, the LKJ calculates the distance traveled by the train. When the distance traveled by the LKJ is equal to the distance from the balise group (CZ) to the start-up alignment point, the LKJ determines that the train is at the start-up alignment point and automatically starts the start-up alignment. The LKJ switches from the degraded mode to the full monitoring mode.

[0080] (6) When LKJ switches to full monitoring mode, the distance between the XIII departure signal and the first passing signal in front of the train is corrected according to the corrected distance, the position of the departure switch tip and the departure speed limit of the starting track are determined according to the departure distance and departure speed limit of IIIG, and the train is monitored to leave the station on the siding and go to the B direction.

[0081] by Figure 7 Taking the station topology diagram described above as an example, the siding starting control process of the station topology III of the present invention is described.

[0082] (1) The train is located at 4G of the I yard of station C, and the XI-4 entry and exit signal is in front of the train.

[0083] (2) LKJ is in downgrade mode. The driver inputs the departure information for direction B. LKJ prompts that the driver is allowed to drive to the target and prepares to call the basic route data on the vehicle for direction B.

[0084] (3) LKJ receives the UU code of the locomotive signal information that allows the train to depart on the siding. After the driver confirms the locomotive signal information, he controls the train operation.

[0085] (4) The station interlocking sends the start-up alignment information and siding information to the active balise in front of the XI-4 entry and exit signal through the LEU. When the train passes the balise group (FCZ) in front of the XI-4 entry and exit signal, the LKJ receives the start-up alignment information and siding information provided by the balise group (FCZ) through the on-board BTM equipment. The start-up alignment information is the distance from the balise group (FCZ) in front of the XI-4 entry and exit signal to the start-up alignment point in the B direction, and the siding information is the branching distance, branching speed limit and correction distance of 4G in field I, and the track number 3 of the siding receiving track in field II.

[0086] (5) When the train passes the balise group (FCZ) in front of the XI-4 entry and exit signal, the LKJ calculates the distance traveled by the train. When the distance calculated by the LKJ is equal to the distance from the balise group (FCZ) to the start-up alignment point, the LKJ determines that the train is at the start-up alignment point and automatically starts the start-up alignment. The LKJ switches from the degraded mode to the full monitoring mode.

[0087] (6) When LKJ switches to full monitoring mode, the distance between the XI-4 entry and exit signal of Yard I and the XII-3 exit signal of Yard II is corrected according to the corrected distance, the position of the departure track switch tip and the departure speed limit are determined according to the 4G departure distance and departure speed limit of Yard I, and the train is monitored to leave the siding and go to direction B. According to the siding track number 3 of Yard II, the corresponding siding track information is called to control the siding train reception and departure of Yard II.

[0088] In summary, compared with the existing siding line receiving and dispatching vehicle control function and the existing siding line starting and starting control function, the present invention has the following technical advantages:

[0089] (1) The present invention solves the shortcomings and risks of the existing siding line receiving and dispatching control function and the existing siding line starting and starting control function.

[0090] (2) The present invention is universal and can meet the needs of station siding train receiving and dispatching services and departure station siding train dispatching services.

[0091] (3) During the siding train control process, the driver is not required to input the siding track number, which reduces the driver's operation, ensures the safety of station siding train operations and improves station operation efficiency, and avoids siding train safety accidents caused by the driver entering the wrong track number or not entering the track number.

[0092] (4) During the siding departure process at the departure station, the train siding departure can be accurately and efficiently monitored according to the track information of the departure track, and the departure point can be automatically aligned with the departure point, which reduces the driver's operation and improves the station operation efficiency.

[0093] 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 method for controlling the siding train receiving and dispatching at LKJ, wherein the method provides the siding track number information to LKJ through a transponder group to complete the siding train receiving and dispatching control; at the same time, the transponder group provides the siding track information and start-up benchmarking information of the departure station to LKJ to complete the siding train dispatching at the departure station and realize the automatic start-up benchmarking of LKJ; Whether the balise group arranged on the track includes an active balise depends on the topological structure of the station; the topological structure of the station is divided into three types, the first topological structure has one receiving direction and one departure direction, the second topological structure has one receiving direction and multiple departure directions, and the third topological structure is composed of two serial fields; A group of transponders is arranged in front of the station entry signal, which consists of an active transponder and a passive transponder. The transponder group in front of the station entry signal stores the siding track number information sent by the dispatcher and is used for siding train reception and dispatching control. A set of balises is arranged in front of the exit signal on the station track, consisting of one active balise and one passive balise or two passive balises; the station interlocking sends the siding track number to the active balise in front of the exit signal through the LEU; The transponder group arranged on the track stores the siding track number, branching distance, branching speed limit, correction distance and the distance information from the transponder group to the start-up mark point; The siding track number is used for siding train reception and dispatching control, and the branching distance, branching speed limit, correction distance and the distance from the transponder group to the start-up mark point are used for siding start-up control; When the station has more than two departure directions or the current station consists of a serial field, a balise group including active balises should be arranged on the station tracks; For a station consisting of serial yards, the transponder group arranged on the track of the previous yard must also store the siding track number information of the next yard sent by the dispatcher, which is used for the control of train reception and dispatching on the siding track of the next yard.

2. The method according to claim 1, characterized in that The siding track number stored in the transponder group arranged on the track is used to protect against the situation that LKJ fails to receive the siding track number provided by the transponder group before the station entry signal or the dispatcher changes the train receiving and dispatching route after the train passes the transponder group before the station entry signal, to ensure that when LKJ performs siding train receiving and dispatching control, the siding track information called is the same as the siding track information corresponding to the track on which the train is actually running.

3. The method according to claim 1, characterized in that During the siding control process, the driver is not required to input the siding track number, reducing the driver's operation; during the siding departure process at the starting station, the train siding exit can be accurately and efficiently monitored according to the track information of the departure track, and the start-up marking point can be automatically aligned, reducing the driver's operation.

4. The method according to claim 3, characterized in that The control process of the siding receiving and dispatching vehicle is as follows: When the train is in front of the station entry signal and the LKJ receives the locomotive signal information that triggers the siding train control, the LKJ monitors the train siding entry according to the No. 127 siding track information; When the train passes the transponder group in front of the station entry signal, LKJ receives the siding track number provided by the transponder group through the on-board BTM equipment, and LKJ calls the corresponding siding track information to monitor the train siding entry according to the received siding track number; if the train passes the transponder group in front of the station entry signal, LKJ does not receive the siding track number provided by the transponder group through the on-board BTM equipment, LKJ continues to monitor the train siding entry according to the siding track information No. 127; When the train passes the station entry signal located on the siding track, LKJ receives the siding track number sent by the first transponder group on the siding track through the on-board BTM equipment, and compares the received siding track number with the siding track number currently in use to see if they are the same; if the newly received siding track number is the same as the siding track number currently in use, the siding operation and siding exit of the train are monitored according to the siding track information corresponding to the siding track number currently in use; if the newly received siding track number is different from the siding track number currently in use, the siding operation and siding exit of the train are monitored according to the siding track information corresponding to the newly received siding track number.

5. The method according to claim 3, characterized in that: The siding line start-up control process is as follows: The train is on the siding track of the departure station, and the departure signal of the station is in front of the train; LKJ is in degraded mode, and after the driver inputs the departure information, LKJ prompts that the train is allowed to start the train to the mark; After LKJ receives the locomotive signal information that allows the train to depart on the siding and the driver confirms the locomotive signal information, the driver controls the train operation; when the train passes the balise group in front of the departure signal, LKJ receives the start-up alignment information and siding information provided by the balise group through the on-board BTM equipment; When the train passes the balise group in front of the exit signal, LKJ calculates the train's travel distance; when the train's travel distance calculated by LKJ is equal to the distance from the balise group to the start-up alignment point, LKJ determines that the train is at the start-up alignment point and automatically starts the start-up alignment, and LKJ switches from the degraded mode to the full monitoring mode.

6. The method according to claim 5, characterized in that The station interlocking sends the start-up alignment information and siding information to the active balise in front of the exit signal through the LEU; The siding information includes the diverging distance, diverging speed limit and corrected distance, and the driving marking information is the distance from the transponder group to the driving marking point; When LKJ switches to full monitoring mode, the distance between the departure signal of the starting track and the first passing signal in front of the train is corrected according to the corrected distance, the position of the departure switch tip of the starting track and the departure speed limit are determined according to the departure distance and the departure speed limit, and the train siding departure is monitored.

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