A control method for LKJ automatic return operation in train

Abstract

The present invention provides a control method for LKJ in the automatic reversal operation of a train, wherein the LKJ receives transponder message information from the BTM, and the enhanced LEU provides station track data for receiving trains through an active transponder; the transponder positioning information, transponder data information, reversal data call information, and track reversal mark are added to the LKJ basic data, and the transponder message information and the above-mentioned modified LKJ basic data are used to increase the function of supporting the immediate reversal operation of the train for LKJ, and support the simultaneous operation of the dual-end LKJ to realize the automatic reversal operation. The technical advantages of the present invention: the automatic reversal control is realized, and the problems of low efficiency and safety risks of manual reversal operation are solved; the dual-end LKJ works simultaneously, and the transponder is used for precise positioning control to ensure the reliability and safety of the automatic reversal operation and avoid the occurrence of reversal safety accidents.

Description

Technical Field

[0001] The invention relates to a method for controlling a train during automatic return operation by using a train operation monitoring device (LKJ for short). Background Art

[0002] Existing LKJ is widely used in existing lines to prevent trains from running into signals and speeding accidents, ensuring the safety of train operation.

[0003] In order to meet the needs of immediate reversal operations at urban (suburban) EMU station tracks or after stations and improve train operation efficiency, the existing LKJ is modified to increase the function of supporting automatic reversal operations and support the simultaneous operation of double-end LKJs, so that the rear end LKJ of the train can directly switch to normal working mode and perform reversal operations when it is not in the main service mode (train position determination) state. Summary of the invention

[0004] The invention provides a control method for automatic train return operation based on LKJ.

[0005] The present invention provides a control method for LKJ in automatic return operation of a train, wherein the onboard equipment of the train includes LKJ and BTM, and the ground equipment includes a transponder and an enhanced LEU.

[0006] LKJ receives the transponder message information from BTM and completes the transponder origination positioning, transponder positioning, and track number setting;

[0007] The enhanced LEU provides station track data through an active transponder, and the LKJ automatically sets the track number after receiving the current track data;

[0008] Add transponder positioning information and transponder data information to LKJ basic data;

[0009] Add the return data call information in the LKJ basic data, which is used for LKJ to call and transfer data during automatic return operation;

[0010] Add track reversal mark to the track information of LKJ basic data as the control condition for judging automatic reversal;

[0011] The control method utilizes the transponder message information and the above-mentioned modified LKJ basic data to add a function to the LKJ to support the immediate return operation of the train, supports the simultaneous operation of the double-end LKJ, and realizes the automatic return operation.

[0012] The technical advantages of the present invention are as follows:

[0013] (1) Automatic reversing control is realized to ensure the operational safety of station reversing operations, greatly improve station operation efficiency, and solve the problems of low efficiency and safety risks of manual reversing operations.

[0014] (2) The dual-end LKJ works simultaneously, and the transponder is used to perform precise positioning control to ensure the reliability and safety of the automatic return operation and avoid the occurrence of return safety accidents. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] [1] Figure 1 This is a schematic diagram of the structure of the conventional railway train control system.

[0016] [2] Figure 2 ATO (door / platform door linkage control) system structure diagram

[0017] [3] Figure 3 Schematic diagram of transponder layout for precise positioning

[0018] [4] Figure 4 Control flow chart for return operation

[0019] [5] Figure 5 Schematic diagram of track reversal operation

[0020] Reference numerals

[0021] [1]X, S, XN, SN, XI, X3, etc. - Signal names

[0022] [2] JZ--Entry transponder group, used when entering the station in the forward direction

[0023] [3] FJZ--Reverse entry transponder group, used when entering the station in reverse

[0024] [4] CZ / FCZ--Outbound / Reverse Outbound Transponder Group, used when the train leaves the station

[0025] [5] JD1, JD2, JD3, JD4, JD5 are precise positioning transponders

[0026] [6] --Signal icon

[0027] [7] Station signal icon

[0028] [8]Δ--Passive transponder

[0029] [9]▲--Active transponder

[0030]

[10] --Transponder group, the transponder with a small vertical line is defined as the first transponder in the group

[0031]

[11] --Platform door DETAILED DESCRIPTION

[0032] 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.

[0033] A control method for the automatic reversal operation of LKJ in a train of the present invention realizes automatic reversal operation by transforming the existing LKJ control system, adding transponder-related equipment, modifying LKJ basic data and LKJ control functions, adding a function of supporting immediate reversal operation, and supporting the simultaneous operation of double-end LKJ.

[0034] The automatic train reversal control of the present invention is to install the modified LKJ at the front and rear ends of the train respectively. When the front-end LKJ works in the normal mode, the rear-end LKJ works in the non-main duty mode, and performs functions such as transponder positioning and door / platform door linkage control. The double-end LKJs work simultaneously. When the reversal operation is performed, the rear-end LKJ can automatically switch from the non-main duty mode to the normal mode to control the train, complete the automatic train reversal control, and improve the efficiency and safety of the reversal operation.

[0035] In this method, on the basis of the conventional railway CTCS-C0 train control system, ground transponders, enhanced LEU equipment, on-board transponder transmission unit BTM and other equipment are added. The system structure is as follows: Figure 1 shown.

[0036] Among them, the ground equipment adds enhanced LEU equipment, which provides station track data through active transponders. After receiving the current track data, LKJ automatically sets the track number.

[0037] The vehicle-mounted equipment adds BTM to complete the reception and transmission of transponder data. LKJ communicates with the BTM device through the serial port or the extended CAN bus interface, receives the line transponder message information from the BTM device, and completes the transponder origination positioning, transponder positioning, track number setting and other functions.

[0038] The LKJ mode control system adds a standby mode, and modifies the functions of the data analysis management module, degradation mode, non-service mode, and normal mode to adapt to the needs of transponder application processing, ATO control processing, and return control processing.

[0039] LKJ basic data adds transponder positioning information, transponder data information, ATO control information, turnaround data call information, and track turnaround mark information to provide data support for originating transponder positioning, transponder positioning, transponder consistency check, ATO car door / platform door linkage control, and automatic turnaround control.

[0040] According to Table 1, the transponder positioning information is added to the LKJ basic data. When performing the initial operation, LKJ searches for the address of the transponder in the basic data in the transponder positioning information based on the running direction entered by the driver and the transponder number information received, and completes the initial positioning function after data positioning.

[0041] Table 1 Transponder positioning information

[0042]

[0043]

[0044] According to Table 2, the transponder data information is added to the LKJ basic data. LKJ performs consistency check, position positioning, message function processing and other functions on the received transponder according to the transponder data information.

[0045] Table 2 Transponder data information

[0046]

[0047] According to Table 3, ATO control information is added to the station information of LKJ basic data. LKJ obtains ATO control information from basic data and sends it to the on-board ATO equipment to assist ATO in completing the linkage control of train doors / platform doors.

[0048] Table 3 ATO control information

[0049] Device IP address Device Type Equipment No.

[0050] According to Table 4, the reversal data call information is added to the LKJ basic data, which is used for LKJ to perform data call transfer processing during automatic reversal operations. A track reversal flag is added to the track information of the LKJ basic data as a control condition for determining automatic reversal.

[0051] Table 4 Return data call information

[0052] Destination Data Exchange Train number correction Destination data address Initial monitoring route Destination monitoring route

[0053] According to operational requirements, for tracks equipped with platform door equipment, automatic driving control or door / platform door linkage control is required. ATO-related control equipment is added to the onboard and ground equipment, and ATO units are added to the onboard equipment.

[0054] The LKJ of the present application communicates with the ATO unit via a serial port or an extended CAN bus interface; the ground equipment adds a platform door ground control unit, and the on-board ATO equipment communicates with the platform door ground control unit via a GSM-R network.

[0055] LKJ obtains parking position information through accurate parking transponders to assist the driver in completing parking operations. LKJ performs accurate positioning based on transponder information and performs door opening permission control. After LKJ determines that the train has stopped accurately and stably, it sends accurate and stable stopping information, door opening permission information, and door opening side selection information to the on-board ATO equipment to assist the ATO equipment in completing the door / platform door linkage control. The control system structure is as follows: Figure 2 shown.

[0056] Modify the layout of the track transponders for the door / platform door linkage control to improve the efficiency of using the precise positioning transponders and enhance the control safety performance.

[0057] For stations with ATO (door / platform door linkage control) function, the station tracks should be equipped with an exit transponder group and a dedicated precise positioning transponder group [JD1], [JD2], [JD3], [JD4], [JD5] to achieve precise train positioning. Among them, the [JD3] transponder group consisting of two transponders forms a redundant setting with the [FCZ] or [CZ] transponder group;

[0058] Among them, [FCZ], [JD3], [JD4], and [JD5] write the forward precise positioning transponder group data, which are used for parking control when entering the track in the forward direction; [CZ], [JD1], [JD2], and [JD3] write the reverse precise positioning transponder group data, which are used for parking control when entering the track in the reverse direction.

[0059] Precision positioning transponders [JD] are installed at 10m and 40m away from the parking positioning reference point on both sides of the station track and at appropriate positions in the middle of the track. The parking positioning reference point is the center position of the first platform door in the direction of the train parking track receiving trains, such as Figure 3 shown.

[0060] The present invention improves the existing LKJ and adds the following functions:

[0061] (1) Based on the transponder information in the basic data, the received transponder data is checked for consistency and analyzed;

[0062] (2) Based on the received transponder data and the transponder positioning information in the basic data, the originating vehicle positioning and transponder positioning processing functions are performed;

[0063] (3) Based on the transponder information and upgraded basic data, cooperate with the ATO unit to complete the door / platform door linkage control function;

[0064] (4) By working simultaneously with the front-end and back-end LKJ, the automatic return operation function of the train is added by utilizing the balise information and upgraded basic data.

[0065] (5) Add a standby working mode to LKJ to meet the needs of reversing operations, and modify the functions of LKJ's existing degradation mode, normal mode, and non-main duty mode to adapt to the operation function of the train's automatic reversal.

[0066] The train automatic return operation control process is as follows:

[0067] 1. Before the train is put into operation, the front and rear LKJs should be in the working state at the same time to prepare for the train turnaround operation so as to meet the turnaround operation conditions. The specific working process is as follows:

[0068] (1) Power on the back-end LKJ, enter the standby mode, and enter the operation setting parameters as required.

[0069] (2) The front-end LKJ is powered on, the driver activates the front-end console, and inputs the set parameters, and the LKJ enters the degraded mode.

[0070] (3) After the front driving console is activated, the rear driving console of the train outputs a sleep signal.

[0071] (4) The rear-end LKJ detects the sleep signal from the driving console and switches from standby mode to non-service mode and is in a non-positioning (train position is not determined) state.

[0072] (5) The front end of the train runs through the ground transponder, and the front end LKJ changes from the degraded mode to the normal mode to monitor the train operation.

[0073] (6) The rear end of the train runs through the ground transponder, and the rear end LKJ enters the non-main mode positioning (train position determination) state.

[0074] (7) As the train runs, the rear-end LKJ continuously corrects the train position based on the received transponder information and the distance between the front-end and rear-end BTM antennas, and meets the conditions for the train to change ends and return to run.

[0075] 2. When the train receives the train and enters the reversing station, whether it is to reversal immediately on the track or to reversal on the reversing track after the station, the reversing operation will be completed according to the following process:

[0076] (1) After the front-end operation is completed, the driver closes the console and the LKJ enters standby mode.

[0077] (2) The driver enters the rear-end cab and activates the rear-end driving console, and the rear-end LKJ switches out of the non-main duty mode positioning state.

[0078] (3) At the same time, the front-end LKJ detects the sleep signal, enters the non-main working mode, and is in a non-positioning state.

[0079] (4) The back-end LKJ retrieves the corresponding data based on the positioning track and the "return data item" of the corresponding track, and switches to the normal mode for vehicle control.

[0080] (5) If the track where the train is located has no defined reversal data, or an abnormality occurs during the reversal process, the rear-end LKJ should be switched to degraded mode.

[0081] 3. For tracks equipped with platform door equipment, during the train reversal process, the front and rear LKJ and ATO units should have the ability to control the train doors / platform doors in linkage to meet the requirements for the linkage control of the train doors / platform doors during the reversal process:

[0082] (1) When a train arrives at the station, the front-end LKJ and ATO units perform the door / platform door joint control function according to the normal process.

[0083] (2) When a train is approaching the station, the LKJ and ATO units at the rear end that are in a non-main duty mode positioning state should simultaneously execute the door / platform door linkage control function, including establishing a communication connection with the ground equipment to determine whether the train has stopped accurately and stably.

[0084] (3) After the rear-end driving console is activated and the rear-end LKJ is switched from non-service mode to normal working mode, the ATO unit can be operated to perform the door / platform door linkage function, including opening / closing or closing the door / platform door separately.

[0085] Turnaround operation process with door / platform door linkage control Figure 4 shown.

[0086] Preferred embodiment: Automatic train return operation

[0087] In order to add ATO configuration, the on-board equipment includes LKJ and ATO on-board units. The non-activated on-board equipment is turned on and used, LKJ is in non-service mode, and controls the ATO on-board unit to establish wireless communication interaction with the station platform door interface unit (platform door linkage control station) after entering the station.

[0088] The train stops on the track according to the siding receiving scenario. After the LKJ on the local side determines that the train has stopped accurately and steadily, it cooperates with the ATO on-board unit on the local side to complete the door / platform door linkage control. The driver closes the driving console on the local side, and the LKJ on this side enters standby mode.

[0089] When the driver activates the non-service end driving console and the LKJ train position at this end is in the non-service positioning state, the non-service mode is switched to the normal mode, and the original service end onboard equipment is switched from the standby mode to the non-service mode. After switching from the non-service mode to the normal mode, the LKJ executes the automatic return operation process and monitors the train's accurate and stable stop status. After judging that the train has stopped accurately and stably, it gives a door operation permission prompt based on the platform door data and door status information, and cooperates with the ATO onboard unit to complete the door / platform door linkage control.

[0090] The station interlocking handles the departure route, the locomotive signal receives the permission code, and the driver drives the train out of the station to carry out the siding departure operation, such as Figure 5 shown.

[0091] The driver activates the non-service end driving console. When the LKJ train position at this end is in a non-service and non-positioned state, the non-service mode is switched to the degraded mode, and the original service end onboard equipment is switched from the standby mode to the non-service mode. Since the train position is unknown, the driver can only choose the manual interlocking mode to manually control the doors and platform doors. The station interlocking handles the departure route, the locomotive signal receives the permission code, and the driver drives the train out of the station to carry out the train departure operation in the degraded mode.

[0092] In summary, compared with the existing return operation control function, the present invention has the following advantages:

[0093] (1) The present invention solves the problem of low efficiency of manual reversal operations. The front-end and back-end LKJs work synchronously to realize automatic reversal operations, greatly improving the operation efficiency (manual refers to the driver's operation of the LKJ, including the data transfer required for reversal; activating the driving console is the driver's driving control operation; no manual participation means that the other LKJ does not need to be operated during the reversal process).

[0094] (2) Automatic return operation does not require human intervention, avoiding safety accidents caused by human operating errors and improving operation safety.

[0095] (3) Automatic return operation can be compatible with the ATO door / platform door linkage function, realizing automatic switching of front and rear end LKJ control, improving operation safety and efficiency.

[0096] (4) The present invention is universal and can meet the business needs of station return operations.

[0097] 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 control method for LKJ automatic return operation in a train, wherein the onboard equipment of the train includes LKJ and BTM, and the ground equipment includes a transponder and an enhanced LEU. LKJ receives the transponder message information from BTM and completes the transponder origination positioning, transponder positioning, and track number setting; The enhanced LEU provides station track data through an active transponder, and the LKJ automatically sets the track number after receiving the current track data; Add transponder positioning information and transponder data information to LKJ basic data; Add the return data call information in the LKJ basic data, which is used for LKJ to call and transfer data during automatic return operation; Add track reversal mark to the track information of LKJ basic data as the control condition for judging automatic reversal; The control method utilizes the transponder message information and the above-mentioned modified LKJ basic data to add a function to the LKJ to support the immediate return operation of the train, supports the simultaneous operation of the double-end LKJ, and realizes the automatic return operation.

2. The control method according to claim 1, characterized in that: When performing the starting operation, LKJ searches for the address of the transponder in the basic data in the transponder positioning information according to the running direction input by the driver and the transponder number information received, and completes the starting positioning function after data positioning.

3. The control method according to claim 1, characterized in that: LKJ performs consistency check, position positioning, and message function processing on the received transponder based on the transponder data information.

4. The control method according to claim 1, characterized in that: The vehicle-mounted equipment also includes an ATO vehicle-mounted unit; the ground equipment adds a platform door ground control unit, and the ATO vehicle-mounted unit communicates with the platform door ground control unit through a GSM-R network; Add ATO control information to the station information of LKJ basic data; LKJ obtains ATO control information from basic data and sends it to the ATO on-board unit to assist ATO in completing the linkage control of the door / platform door.

5. The control method according to claim 4, characterized in that: For stations equipped with ATO door / platform door linkage control function, the station track should be equipped with an exit transponder group and a dedicated precise positioning transponder group to achieve precise train positioning; the parking positioning reference point is the center position of the first platform door in the direction of the train stopping track to receive the train.

6. The control method according to claim 5, characterized in that: LKJ obtains parking position information through the precise positioning transponder group to assist the driver in completing the parking operation. LKJ performs precise positioning based on the transponder information and performs door opening permission control. After LKJ determines that the train has stopped accurately and steadily, it sends the accurate stopping information, door opening permission information, and door opening side selection information to the on-board ATO to assist the ATO in completing the door / platform door linkage control.

7. The method according to claim 1, characterized in that Add LKJ standby working mode to meet the needs of reversing operations, modify the existing degraded mode, normal mode, and non-service mode of LKJ to adapt to the operation function of automatic train reversing; The modified LKJ is installed at the front and rear ends of the train respectively. When the front end LKJ works in the normal mode, the rear end LKJ works in the non-service mode and performs the transponder positioning and door / platform door linkage control functions. The dual-end LKJ works simultaneously. When performing a reversal operation, the rear-end LKJ can automatically switch from non-main duty mode to normal mode control to complete automatic train reversal control.

8. The control method according to claim 7, characterized in that: The train stops on the track according to the siding receiving scenario. After the LKJ on the local side determines that the train has stopped accurately and steadily, it cooperates with the ATO on-board unit on the local side to complete the door / platform door linkage control. The driver closes the driving console on the local side, and the LKJ on this side enters standby mode.

9. The control method according to claim 8, characterized in that: When the driver activates the non-main-service end driving console and the LKJ train position at this end is in the non-main-service positioning state, the LKJ automatically switches from the non-main-service mode to the normal mode; the original service end LKJ switches from the standby mode to the non-main-service mode; After switching from non-service mode to normal mode, LKJ executes the automatic return operation process and monitors the train's accurate and stable stop status; after determining that the train has stopped accurately and stably, it gives a door operation permission prompt based on the platform door data and door status information, and collaborates with the ATO on-board unit to complete the door / platform door linkage control.

10. The control method according to claim 8, characterized in that: When the driver activates the non-service end driving console and the LKJ train position at this end is in a non-service and non-positioning state, the non-service mode is switched to the degraded mode; the on-board equipment at the original service end is switched from the standby mode to the non-service mode.

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