A planar light display device supporting shunting signal protection and a shunting method

Abstract

This invention discloses a planar lighting display device and a shunting method supporting shunting signal protection. The planar lighting display device includes a handheld radio, a locomotive radio, a section chief's radio, and a shunting ground terminal. The handheld radio, locomotive radio, and section chief's radio communicate wirelessly with each other in both directions. The section chief's radio and the shunting ground terminal communicate bidirectionally. The shunting ground terminal is connected to the interlocking system, and the locomotive radio is connected to the TAX box of the LKJ equipment. The shunting ground terminal periodically receives first information sent by the interlocking system. The shunting ground terminal sends second information to the locomotive radio through the section chief's radio. The locomotive radio sends third information to the shunting ground terminal through the section chief's radio. The locomotive radio also periodically receives fourth information sent by the TAX box. Through the above information, the locomotive radio obtains the locomotive's operating status and performs emergency braking when the locomotive exceeds the speed limit. This invention reuses existing horizontal adjustment wireless communication frequency resources and communication equipment to achieve shunting protection functions, and the equipment cost is low.

Description

Technical Field

[0001] This invention relates to train control systems, and more specifically to a planar light display device and shunting method that support shunting signal protection. Background Technology

[0002] Wireless shunting locomotive signaling and monitoring systems (STP) and railway planar wireless shunting light display equipment (planar light display) are both devices that provide information transmission and safety protection for shunting operations, and are widely used in various shunting stations. For example... Figure 1 As shown, the planar display system consists of three parts: a handheld console, a locomotive console, and a section chief console. It enables wireless communication between the shunting crew, the duty officer, and the driver during shunting. The shunting crew can use the handheld console to send commands such as "ten cars," "five cars," "push forward," "stop," "shunt," "decelerate," and "emergency stop" to the locomotive console. The locomotive console is located in the driver's cab, and the driver can obtain the information from the shunting crew through the locomotive console. The train operation monitoring equipment (hereinafter referred to as LKJ) obtains the information from the locomotive console through the shunting display interface box and limits the speed of the train according to the commands sent by the shunting crew, realizing safety protection functions for shunting scenarios such as pushing, uncoupling, and coupling.

[0003] The planar light display system is a shunting protection device based on manual operation and does not have the function of automatically acquiring ground signal status and performing signal protection.

[0004] STP is equipped with independent radio stations and other devices on the vehicle and on the ground. It obtains ground signal status from the interlocking system, determines the train route, tracks the train position, and calculates the distance to the train target point. LKJ calculates the speed limit based on the route sent by STP and the tracked position, and implements blue light protection and overspeed protection functions.

[0005] In general applications, STP and flat panel lighting systems are independent of each other. The interface between LKJ devices and STP devices and flat panel lighting systems is as follows: Figure 1 As shown.

[0006] Existing STP systems are only suitable for dedicated shunting locomotives. Applying them to shunting with regular locomotives presents challenges such as difficulties in managing onboard software data, the non-fixed nature of locomotives used at stations, and excessively high construction costs for onboard equipment. Various manufacturers have proposed different protection solutions for regular locomotive shunting. These solutions are primarily based on 4G or GSM-R wireless communication, with centralized ground-based setups and independently installed onboard equipment and LKJ interfaces, achieving essentially the same functionality as the STP system. However, these solutions still suffer from high onboard construction and maintenance costs, and stringent requirements for wireless communication channels.

[0007] Considering that flat-panel lighting display systems have widely adopted digital communication equipment, in addition to transmitting voice and shunting signaling information, they also have certain data communication capabilities and can be used for the transmission of shunting protection information. Therefore, this invention proposes a flat-panel lighting display device and shunting method that support shunting signal protection. Summary of the Invention

[0008] The purpose of this invention is to solve the problems of difficulty in managing onboard software data, non-fixed locomotives used at stations, and excessively high construction costs of onboard equipment when the existing STP system is applied to shunting.

[0009] To achieve the above objectives, the present invention proposes a planar light display device that supports shunting signal protection, characterized in that it includes a handheld radio, a locomotive radio, a section chief radio, and a shunting ground terminal. The handheld radio, locomotive radio, and section chief radio are connected to each other in a two-way wireless communication manner. The section chief radio and the shunting ground terminal are connected in a two-way communication manner. The shunting ground terminal is connected to the interlocking system. The locomotive radio is connected to the TAX box of the LKJ equipment.

[0010] The shunting ground terminal periodically receives the first information sent by the interlocking system. The shunting ground terminal sends the second information to the locomotive station through the section chief's station. The locomotive station sends the third information to the shunting ground terminal through the section chief's station. The locomotive station also periodically receives the fourth information sent by the TAX box.

[0011] Based on the above information, the locomotive computer displays the locomotive's current position, distance to the target point, and speed limit.

[0012] The first information includes: the status of all sections of the station, signals and turnouts. The shunting ground terminal obtains from the first information: the current section of the locomotive, the signal number and status of the signal ahead of the locomotive, and the locomotive's destination number.

[0013] The second information includes: the locomotive's current section, the signal ahead of the locomotive and its status, the locomotive's destination number, and the shunting plan;

[0014] The third piece of information includes: the locomotive's direction of travel and the locomotive's current position;

[0015] The fourth piece of information includes: locomotive direction of travel, locomotive actual speed, and locomotive travel mileage.

[0016] Preferably, the locomotive platform is also connected to the shunting light display interface box in the LKJ equipment. When the locomotive detects that its actual speed exceeds the calculated speed limit, the locomotive platform sends an emergency braking message to the shunting light display interface box to stop the locomotive.

[0017] Preferably, the shunting ground terminal will only send the updated second information to the locomotive station when the second information changes.

[0018] Preferably, the locomotive platform will only send updated third information to the shunting ground terminal when it receives information about a change in the locomotive's direction of travel.

[0019] Preferably, before shunting, the locomotive's track information is entered on the shunting ground terminal, and the shunting ground terminal sends the track information to the locomotive station through the section chief's station to complete the locomotive's initial positioning and registration.

[0020] Preferably, the locomotive platform calculates the current position of the locomotive based on the station map information, the locomotive's running mileage in the fourth information, and the locomotive's running mileage when entering the current section; based on the current position of the locomotive, the locomotive platform calculates the speed limit according to the distance of the locomotive from the target point; the distance of the target point is the distance from the current position of the locomotive to the end point of the journey, which is calculated based on the station map information and the current position of the locomotive.

[0021] Preferably, when the locomotive detects that the actual speed of the locomotive in the fourth information exceeds the calculated locomotive speed limit, the locomotive station sends an emergency braking message to the shunting light display interface box.

[0022] Preferably, the locomotive platform is equipped with an LCD screen for displaying shunting plans, the status of the signal ahead of the locomotive, the distance to the target point, and the speed limit.

[0023] This invention also discloses a shunting method supporting shunting signal protection, using the aforementioned planar light display device, comprising the following steps:

[0024] S1. Connect the planar lighting display equipment and LKJ equipment to synchronize the locomotive platform with the shunting ground terminal and the section chief's platform;

[0025] S2. Input the locomotive's track information on the shunting ground terminal and send it to the locomotive station through the section chief's station to complete the initial locomotive positioning and registration;

[0026] S3. The locomotive platform periodically receives fourth information sent by the TAX box, the fourth information including the locomotive's running direction, actual speed, and running mileage; the shunting ground terminal periodically receives first information sent by the interlocking system, the first information including: the status of all sections of the station, signals, and switches, and the shunting ground terminal obtains from the first information: the current section of the locomotive, the signal number and status of the signal ahead of the locomotive, and the locomotive's running destination number;

[0027] S4. When the locomotive's direction of travel changes, the locomotive station sends third information to the shunting ground terminal through the section chief's station. The third information includes the locomotive's direction of travel and the locomotive's current position.

[0028] When the second information changes, the shunting ground terminal sends the second information to the locomotive station through the section chief's station. The second information includes the locomotive's current section, the signal ahead of the locomotive and its status, the locomotive's destination number, and the shunting plan.

[0029] S5. Locomotive platform computer displays the current position of the locomotive, distance to the target point, and speed limit;

[0030] S6. When the speed limit calculated by the locomotive control station is less than the actual speed of the locomotive sent to the locomotive control station by the TAX box, the locomotive control station sends an emergency braking command to the shunting light display interface box of the LKJ equipment. After receiving the emergency braking command, the LKJ equipment controls the locomotive to stop.

[0031] Preferably, step S1 further includes the following steps:

[0032] S11. Connect the interface cable between the locomotive platform and the TAX box of the LKJ equipment, connect the cable between the locomotive platform and the shunting light display interface box, connect the power line of the locomotive platform, and connect the shunting ground terminal to the interlocking system via serial port.

[0033] S12. Store the station yard map information that is consistent with the shunting ground terminal in the locomotive station, and set the frequency points of the locomotive station and the section chief station to be consistent.

[0034] Preferably, in step S4, when the locomotive starts running from a standstill, the locomotive station sends the third information to the shunting ground terminal for the first time through the section chief station; thereafter, the locomotive station will only send the third information to the shunting ground terminal again when the locomotive's running direction changes.

[0035] Preferably, in step S4, after receiving the third information sent by the locomotive station for the first time, the shunting ground terminal sends the second information to the locomotive station through the section chief station; thereafter, the shunting ground terminal will only send the second information to the locomotive station again when the second information changes.

[0036] Preferably, in step S5, at the initial moment, the locomotive's current position is the locomotive's initial positioning. Subsequently, based on the pre-stored station map information, the locomotive platform calculates the locomotive's current position, target point distance, and speed limit according to the locomotive's running mileage in the fourth information and the locomotive's running mileage when entering the current section.

[0037] Preferably, in step S5, the LCD screen of the locomotive platform displays the shunting plan, the status of the signal ahead of the locomotive, the distance to the target point, and the speed limit in real time.

[0038] The locomotive radio announces the status of the signal ahead of the locomotive: either the locomotive performing shunting operations may pass the signal, or the locomotive performing shunting operations may not pass the signal.

[0039] This solution adds a shunting protection ground terminal to the existing planar shunting light display equipment. The ground terminal interfaces with the interlocking system to obtain station information and connects to the wireless shunting area master station via a serial port. The wireless shunting area master station uses its built-in radio to send data to the wireless shunting light display locomotive station. The wireless shunting light display locomotive station sends control information to the shunting light display interface box through the original interface. Compared with the original locomotive station, the new locomotive station in this system adds an RS485 serial port interface to obtain the locomotive running status from the TAX box. In addition, an LCD screen is added to support the display of shunting plans, forward signal status, target point distance, and shunting protection speed limits.

[0040] Compared with the prior art, the present invention has the following advantages and beneficial effects:

[0041] This solution integrates the functions of flat panel light display and STP system in the simplest way, with low equipment cost;

[0042] This solution reuses existing STP wireless communication frequency resources and communication equipment to achieve shunting protection function, solves the problems of insufficient wireless communication resources and the need for separate application and approval for STP wireless frequency points, and also avoids network security problems such as information leakage and network attacks that may be caused by using public 4G signals.

[0043] In this solution, ground equipment and vehicle-mounted equipment only transmit the simplest information wirelessly when necessary, thus avoiding the congestion problem of narrowband communication. Attached Figure Description

[0044] Figure 1 A connection diagram between the existing train STP system, LKJ equipment, and flat-panel lighting equipment;

[0045] Figure 2 This is a structural and connection diagram of the planar light display device of the present invention;

[0046] Figure 3 This is a shunting route diagram information in a specific embodiment of the present invention;

[0047] Figure 4 for Figure 3 The illustrated embodiment is a schematic diagram of a shunting turnaround. Detailed Implementation

[0048] The following will be combined with the embodiments of the present invention. Figures 1-4 The technical solutions, structural features, objectives and effects achieved in the embodiments of the present invention will be described in detail.

[0049] It should be noted that the accompanying drawings are in a very simplified form and use non-precise proportions. They are only used to facilitate and clarify the purpose of illustrating the embodiments of the present invention, and are not intended to limit the implementation conditions of the present invention. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportional relationship, or adjustments to the size should still fall within the scope of the technical content disclosed in the present invention, provided that they do not affect the effects and objectives that the present invention can produce.

[0050] It should be noted that, in this invention, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only the expressly listed elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus.

[0051] This embodiment discloses a planar light display device that supports shunting signal protection, such as... Figure 2 As shown, the system includes a wireless shunting light display handheld radio (hereinafter referred to as the handheld radio), a wireless shunting light display locomotive radio (hereinafter referred to as the locomotive radio), a wireless shunting section chief radio (hereinafter referred to as the section chief radio), and a shunting ground terminal. The handheld radio, locomotive radio, and section chief radio are connected in pairs and can all conduct bidirectional wireless communication through their built-in radios. The shunting ground terminal is a newly added device that connects to the section chief radio via a serial port to conduct bidirectional communication with it. The locomotive radio is connected to the TAX (locomotive safety information integrated monitoring device) box of the LKJ (train operation monitoring equipment) through an RS485 serial port interface.

[0052] Similar to existing flat-panel light display equipment, shunting crew members can use a handheld radio to send commands such as "ten cars", "five cars", "push forward", "stop", "shunt", "decelerate", and "emergency stop" to the locomotive radio. The driver can obtain the information given by the shunting crew members through the locomotive radio placed in the cab. Similarly, as needed, the handheld radio can also send information to the section chief's station so that the duty personnel can receive the information. In addition, the handheld radio can also receive information sent by the section chief's station and the locomotive radio.

[0053] The shunting ground terminal, generally referring to the ground host, is connected to the interlocking system via a serial interface to receive the first information sent by the interlocking system. This first information includes: the status of all sections of the station, signals, and switches. From this first information, the shunting ground terminal obtains: the locomotive's current section, the signal number and status ahead of the locomotive, and the locomotive's destination number. Furthermore, the interlocking system initially sends station layout information to the shunting ground terminal.

[0054] The shunting ground terminal receives the first information in real time or periodically, with the period typically being 1 second.

[0055] The shunting ground terminal sends second information to the locomotive station via the section chief's station. This second information includes the locomotive's current section, the signal ahead of the locomotive and its status, the locomotive's destination number, and the shunting plan. The shunting plan is created or modified at the shunting ground terminal. Since the wireless communication between the locomotive station and the section chief's station is narrowband, and this wireless communication channel also needs to transmit voice messages and shunting operator's manual dispatch orders, the amount of newly added shunting protection information should be minimized. Therefore, the shunting ground terminal will only send updated second information to the locomotive station when the aforementioned second information changes. The locomotive's destination number is derived by the shunting ground terminal based on the shunting plan and all the station's signals.

[0056] More importantly, before using the equipment for shunting, staff input the track information of the locomotive on the shunting ground terminal. The shunting ground terminal then sends the track information to the locomotive station through the section chief's station to complete the initial positioning and registration of the locomotive.

[0057] The locomotive station also sends third information to the shunting ground terminal through the district chief's station. The third information includes the locomotive's running direction and current position. Similarly, in order to minimize the increase of shunting protection information, the locomotive station will only send the updated third information to the shunting ground terminal when it receives information about a change in the locomotive's running direction.

[0058] The locomotive station also obtains fourth information from the TAX box at a 1-second interval. The fourth information includes the locomotive's running direction, actual speed, and running mileage. When the locomotive station receives the fourth information showing a change in the locomotive's running direction, the locomotive station sends the updated third information to the shunting ground terminal.

[0059] The locomotive station has a pre-stored station layout map. Based on this layout map information, and using the locomotive's running mileage in the fourth information and the locomotive's running mileage when entering the current section (when the locomotive's current section changes, the shunting ground terminal sends second information to the locomotive station, and the locomotive's running mileage in the fourth information corresponding to the second information is the locomotive's running mileage when entering the current section), the locomotive station calculates the locomotive's current position. Since the fourth information is updated once per second, the locomotive station calculates the locomotive's current position once per second, thereby enabling the locomotive station to track the locomotive's position.

[0060] Based on the locomotive's current position, the locomotive platform calculates the target point distance and speed limit. Specifically: the speed limit is calculated based on the locomotive's distance from the target point, taking into account the safe distance for train stops during the calculation; the target point distance is the distance from the locomotive's current position to the destination, which can be calculated based on the station map information and the locomotive's current position.

[0061] Generally, the signal status ahead of a locomotive includes a white light signal, a blue light signal, and no signal ahead (i.e., the destination is ahead). According to industry practice, a white light signal indicates that a shunting vehicle may pass the signal, while a blue light signal indicates that a shunting vehicle may not pass the signal. Regardless of the signal status ahead of the locomotive, the speed limit must be calculated based on the distance between the locomotive and the target point.

[0062] The locomotive platform is also connected to the shunting light display interface box in the LKJ equipment. When the locomotive detects that the actual speed of the locomotive in the fourth information exceeds the calculated locomotive speed limit, the locomotive platform sends an emergency braking message to the shunting light display interface box, and the LKJ equipment controls the train to stop.

[0063] The locomotive platform is also equipped with an LCD screen, which is used to display shunting plans, the status of the signal ahead of the locomotive, the distance to the target point, and the speed limit.

[0064] Similar to existing technologies, shunting crew members use the handheld radio, duty officers use the section chief's radio, and the driver in the cab uses the locomotive radio, thereby enabling wireless communication between the shunting crew members, duty officers, and the driver during shunting.

[0065] This invention also discloses a shunting method supporting shunting signal protection, comprising the following steps:

[0066] S1. Connect the planar lighting display equipment and LKJ equipment, and synchronize the locomotive platform with the shunting ground terminal and the locomotive platform with the section chief's platform, including the following steps:

[0067] S11, the interface cable connecting the locomotive platform and the TAX box of the LKJ equipment, the cable connecting the locomotive platform and the shunting light display interface box, the power cable connecting the locomotive platform, and the shunting ground terminal connecting to the interlocking system via a serial port.

[0068] S12. The station yard map information, which is consistent with that of the shunting ground terminal, is pre-stored on the locomotive platform, and the frequency points of the locomotive platform and the section chief platform are set to be consistent; the station yard map information of the shunting ground terminal is sent to the shunting ground terminal by the interlocking system.

[0069] S2. Input the track information of the locomotive on the shunting ground terminal. After input, send it to the locomotive station through the section chief's station to complete the initial positioning and registration of the locomotive.

[0070] S3. The locomotive platform periodically receives fourth information sent by the TAX box, the fourth information including the locomotive's running direction, actual speed, and running mileage; the shunting ground terminal periodically receives first information sent by the interlocking system, the first information including: the status of all sections, signals, and switches in the entire station, and the shunting ground terminal obtains from the first information: the current section of the locomotive, the signal number and status ahead of the locomotive, and the locomotive's running destination number.

[0071] S4. When the locomotive's direction of travel changes, the locomotive station sends third information to the shunting ground terminal through the section chief's station. The third information includes: the locomotive's direction of travel and the locomotive's current position. When the second information changes, the shunting ground terminal sends second information to the locomotive station through the section chief's station. The second information includes the locomotive's current section, the signal ahead of the locomotive and its status, the locomotive's destination number, and the shunting plan.

[0072] The changes in the second information include: changes in the current section of the locomotive, changes in the signal ahead of the locomotive, changes in the status of the signal ahead of the locomotive, changes in the locomotive's destination number, and changes in the shunting plan.

[0073] During shunting, when a locomotive starts moving from a standstill, it is considered a change in the locomotive's direction of travel. At this time, the locomotive station sends a third message to the shunting ground terminal via the section chief's station for the first time. Afterward, the locomotive station will only send a third message to the shunting ground terminal again when the locomotive's direction of travel changes. After receiving the third message from the locomotive station for the first time, the shunting ground terminal sends a second message to the locomotive station via the section chief's station; subsequently, the shunting ground terminal will only send a second message to the locomotive station again when the second message changes.

[0074] In step S4, the transmission of the third and second information does not affect the normal wireless communication between the handheld station, the locomotive station, and the district chief station.

[0075] S5, the locomotive platform computer displays the locomotive's current position, distance to the target point, and speed limit.

[0076] In the initial moment, the locomotive's current position is the locomotive's initial positioning. Subsequently, based on the pre-stored station map information, the locomotive station calculates the locomotive's current position, target point distance, and speed limit according to the locomotive's running mileage in the fourth information and the locomotive's running mileage when entering the current section.

[0077] Furthermore, the LCD screen on the locomotive radio displays the shunting plan, the status of the signal ahead of the locomotive, the distance to the target point, and the speed limit in real time; the locomotive radio announces the status of the signal ahead of the locomotive as "white light" or "blue light".

[0078] S6. When the speed limit calculated by the locomotive control station is less than the actual speed of the locomotive sent to the locomotive control station by the TAX box, the locomotive control station sends an emergency braking command to the shunting light display interface box of the LKJ equipment. After receiving the emergency braking command, the LKJ equipment controls the locomotive to stop.

[0079] The above method will be described below with reference to a specific embodiment.

[0080] like Figure 3 The image shows station layout information, where section D48G is 200m long. The system specifies a safe stopping distance of 20m for trains. The specific steps are as follows:

[0081] a. When the train stops at 10G, place the locomotive platform on the train, connect the interface cable between the locomotive platform and the TAX box of the LKJ equipment, connect the cable between the locomotive platform and the shunting light display interface box, connect the power line of the locomotive platform, and connect the shunting ground terminal to the interlocking system via serial port.

[0082] The station yard map information, which is consistent with that of the shunting ground terminal, is pre-stored on the locomotive platform, and the frequency points of the locomotive platform and the section chief platform are set to be consistent.

[0083] b. Input the track information of the locomotive on the shunting ground terminal, and then send it to the locomotive station through the section chief's station to complete the initial positioning and registration of the locomotive;

[0084] c. The locomotive station receives the fourth information sent by the TAX box, the fourth information including the locomotive's running direction, actual speed, and running distance; in this embodiment, the locomotive's running direction is downward.

[0085] d. The locomotive station sends third information to the shunting ground terminal through the section chief's station. The third information includes: the locomotive's running direction and the locomotive's current position; wherein the locomotive's running direction is downhill and the locomotive's current position is the locomotive's initial positioning.

[0086] e. After receiving the third information, the shunting ground terminal sends the second information to the locomotive station. The second information includes the locomotive's current section (10G), the signal ahead of the locomotive (X10, D50) and the signal status (white light), the locomotive's destination number (D48G), and the shunting plan.

[0087] f. After receiving the second information in e, the locomotive radio announces "white light"; the locomotive radio calculates the target point distance and speed limit, and displays the relevant information; during this process, the locomotive radio calculates the target point distance based on the periodically updated fourth information, and the speed limit is the maximum permissible speed of the locomotive, which is generally 41 km / h;

[0088] g. As the locomotive moves toward D48G, the shunting ground terminal receives the first information sent by the interlocking system, which shows that the locomotive's current section has changed to 56DG. The shunting ground terminal then updates the second information and sends it to the locomotive station. The second information includes the locomotive's current section (56DG), the signal ahead of the locomotive (D50) and the signal status (white light), the locomotive's destination number (D48G), and the shunting plan.

[0089] h. After receiving the second information from g, the locomotive radio announces "white light"; the locomotive radio calculates the target point distance and speed limit, and displays the relevant information; during this process, the locomotive radio calculates the target point distance based on the periodically updated fourth information, and the speed limit is the maximum permissible speed of the locomotive;

[0090] i. As the locomotive travels towards D48G, the shunting ground terminal receives the first information sent by the interlocking system, which shows that the locomotive's current section has changed to D48G. The shunting ground terminal then updates the second information and sends it to the locomotive station. The second information includes the locomotive's current section (D48G), the signal ahead of the locomotive (empty) and its status (empty), the locomotive's destination number (D48G), and the shunting plan.

[0091] j. After receiving the second information from i, the locomotive station calculates the target point distance and speed limit, and displays the relevant information. During this process, the locomotive station calculates the target point distance and speed limit based on the periodically updated fourth information. For example, the speed limit calculated at a certain moment is 15km / h.

[0092] k. As the locomotive continues to run, the actual speed of the locomotive in the fourth information is 8 km / h, while the speed limit calculated by the locomotive platform is 5 km / h. The calculation process is as follows: The difference between the locomotive's running mileage in the fourth information at the current moment and the locomotive's running mileage when the locomotive enters the current section is 150m. The distance to the target point is calculated as: D48G length 200m - locomotive running distance in this section 150m - train stopping safety distance 20m = 30m. The speed limit is calculated to be 5 km / h.

[0093] If the LKJ determines that the actual speed of the locomotive is greater than the speed limit, the locomotive platform sends an emergency braking command to the shunting light display interface box. The LKJ controls the locomotive to stop, and the system completes the automatic protection of the dirt block.

[0094] m. After stopping, when the train turns back, the route is as follows: Figure 4 As shown, the locomotive station receives the fourth message sent by the TAX box, in which the locomotive's running direction changes from downhill to uphill.

[0095] n. The locomotive station sends the updated third information to the shunting ground terminal. The locomotive's running direction in the third information is upward, and the locomotive's current position is the position of the original train's rear.

[0096] o. After receiving the third information in n, the shunting ground terminal sends the second information to the locomotive station. The second information includes the locomotive's current section (D48G), the signals ahead of the locomotive (D48, D50, X10) and their status (blue light), the locomotive's destination number (10G), and the shunting plan.

[0097] After receiving the second information from o, the locomotive radio broadcasts "blue light". The locomotive radio calculates the distance to the target point and the speed limit, and displays the relevant information. When calculating the speed limit, the distance between the locomotive and signal D48 should be taken into account, so as to achieve protection of the blue light signal.

[0098] Although the present invention has been described in detail through the preferred embodiments above, it should be understood that the above description should not be considered as a limitation of the present invention. Various modifications and substitutions to the present invention will be apparent to those skilled in the art after reading the above description. Therefore, the scope of protection of the present invention should be defined by the appended claims.

Claims

1. A planar light display device supporting shunting signal protection, characterized in that, The system includes a handheld radio, a locomotive radio, a section chief's radio, and a shunting ground terminal. The handheld radio, locomotive radio, and section chief's radio communicate wirelessly with each other in both directions. The section chief's radio and the shunting ground terminal also communicate bidirectionally. The shunting ground terminal is connected to the interlocking system, and the locomotive radio is connected to the TAX box of the LKJ equipment. The shunting ground terminal periodically receives first information sent by the interlocking system. The shunting ground terminal sends second information to the locomotive radio through the section chief's radio. The locomotive radio sends third information to the shunting ground terminal through the section chief's radio. The locomotive radio also periodically receives fourth information sent by the TAX box. Based on the above information, the locomotive radio... The computer system displays the locomotive's current location, distance to the target point, and speed limit. The first information includes: the status of all sections of the station, signals, and switches. The shunting ground terminal obtains from the first information: the locomotive's current section, the signal number and status ahead of the locomotive, and the locomotive's destination number. The second information includes: the locomotive's current section, the signal ahead of the locomotive and its status, the locomotive's destination number, and the shunting plan. The third information includes: the locomotive's direction of travel and its current location. The fourth information includes: the locomotive's direction of travel, its actual speed, and its travel mileage. The locomotive platform calculates the current position of the locomotive based on the station map information, the locomotive's running mileage in the fourth information, and the locomotive's running mileage when entering the current section. Based on the current position of the locomotive, the locomotive platform calculates the speed limit based on the distance between the locomotive and the target point. The distance to the target point is the distance between the current position of the locomotive and the destination, which is calculated based on the station map information and the current position of the locomotive.

2. A flat-panel light display device supporting protection of a switching signal as claimed in claim 1, characterized in that The locomotive platform is also connected to the shunting light display interface box in the LKJ equipment. When the locomotive detects that its actual speed exceeds the calculated speed limit, the locomotive platform sends an emergency braking message to the shunting light display interface box to stop the locomotive.

3. A flat-panel light display device supporting a protection of a switching signal as claimed in claim 1, wherein The shunting ground terminal will only send the updated second information to the locomotive station when the second information changes.

4. A flat-panel light display device supporting a protection of a switching signal as claimed in claim 1, wherein Only when the locomotive station receives information about a change in the locomotive's direction of travel will it send updated third information to the shunting ground terminal.

5. A flat-panel light display device supporting a protection of a switching signal as claimed in claim 1, wherein Before shunting, the locomotive's track information is entered on the shunting ground terminal. The shunting ground terminal then sends this track information to the locomotive station through the section chief's station to complete the locomotive's initial positioning and registration.

6. A planar light display device supporting shunting signal protection as described in claim 1, characterized in that, When the locomotive detects that the actual speed of the locomotive in the fourth information exceeds the calculated locomotive speed limit, the locomotive station sends an emergency braking message to the shunting light display interface box.

7. A planar light display device supporting shunting signal protection as described in claim 1, characterized in that, The locomotive platform is equipped with an LCD screen to display shunting plans, the status of the signal ahead of the locomotive, the distance to the target point, and the speed limit.

8. A shunting method supporting shunting signal protection, using the planar light display device as described in any one of claims 1 to 7, characterized in that, Includes the following steps: S1. Connect the planar lighting display equipment and LKJ equipment to synchronize the locomotive platform with the shunting ground terminal and the section chief's station; S2. Input the locomotive's track information on the shunting ground terminal and send it to the locomotive platform through the section chief's station to complete the locomotive's initial positioning and registration; S3. The locomotive platform periodically receives fourth information sent by the TAX box, which includes the locomotive's running direction, actual speed, and mileage; the shunting ground terminal periodically receives first information sent by the interlocking system, which includes the status of all sections, signals, and switches in the entire station. The shunting ground terminal obtains from the first information: the locomotive's current section, the signal number and status ahead of the locomotive, and the locomotive's destination number; S4. When the locomotive's running direction changes, the locomotive platform sends third information to the shunting ground terminal through the section chief's station, which includes the locomotive's running direction and current position; when the second information changes, the shunting ground terminal sends information through the section chief's station... The locomotive station sends a second message to the locomotive station, which includes the locomotive's current section, the signal ahead of the locomotive and its status, the locomotive's destination number, and the shunting plan; S5, the locomotive station calculates the locomotive's current position, the distance to the target point, and the speed limit; wherein, at the initial moment, the locomotive's current position is the locomotive's initial positioning, and the locomotive station calculates the locomotive's current position based on the station map information, the locomotive's running mileage in the fourth message, and the locomotive's running mileage when entering the current section; based on the locomotive's current position, the locomotive station calculates the speed limit based on the distance between the locomotive and the target point; the target point distance is the distance between the locomotive's current position and the destination, calculated based on the station map information and the locomotive's current position; S6, when the speed limit calculated by the locomotive station is less than the actual locomotive speed sent to the locomotive station by the TAX box, the locomotive station sends an emergency braking command to the shunting light display interface box of the LKJ equipment, and after receiving the emergency braking command, the LKJ equipment controls the locomotive to stop.

9. A method of shunting according to claim 8, c h a r a c t e r i z e d in that Step S1 further includes the following steps: S11, connecting the interface cable between the locomotive station and the TAX box of the LKJ equipment, connecting the cable between the locomotive station and the shunting light display interface box, connecting the power line of the locomotive station, and connecting the shunting ground terminal to the interlocking system via a serial port; S12, pre-storing the station yard map information consistent with that of the shunting ground terminal in the locomotive station, and setting the frequency points of the locomotive station and the shunting commander's station to be consistent.

10. A method of shunting according to claim 8, wherein, In step S4, when the locomotive starts running from a standstill, the locomotive station sends the third information to the shunting ground terminal for the first time through the section chief station; thereafter, the locomotive station will only send the third information to the shunting ground terminal again when the locomotive's running direction changes.

11. A method of shunting according to claim 10, wherein, In step S4, after receiving the third information sent by the locomotive station for the first time, the shunting ground terminal sends the second information to the locomotive station through the section chief station; thereafter, the shunting ground terminal will only send the second information to the locomotive station again when the second information changes.

12. A method of supporting switching signal protection according to claim 8, wherein, In step S5, the LCD screen of the locomotive platform displays the shunting plan, the status of the signal ahead of the locomotive, the distance to the target point, and the speed limit in real time; the locomotive platform announces the status of the signal ahead of the locomotive as follows: the locomotive performing shunting operations may pass the signal, or the locomotive performing shunting operations may not pass the signal.

Images