LKJ equipment integrated with train automatic driving function

Abstract

According to the LKJ equipment integrated with the train automatic driving function, on the basis of the existing LKJ2000, a locomotive state acquisition interface is added, locomotive state information is acquired, the locomotive state information is used as input parameters for automatic driving control, an independent brake interface, a locomotive handle control output interface and a high-precision Beidou satellite positioning module are added, and by means of the existing LKJ vehicle-mounted basic data, the train automatic driving function is integrated. The basic data format is modified, key data used for automatic driving such as train automatic driving operation time division information and expert decision information are added, and an automatic driving control algorithm is developed in existing LKJ host service software to achieve train automatic driving control. Compared with the existing LKJ2000, two control modes, namely a manual driving mode and an automatic driving mode, are added. And the working intensity of manual driving is relieved, the stability and the consistency of train operation are improved, the efficiency of train transportation operation is enhanced, and energy consumption is reduced.

Description

Technical Field

[0001] The present invention relates to an LKJ device (hereinafter referred to as the device) for performing automatic train operation control based on an LKJ2000 train operation monitoring device (LKJ). Background Art

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

[0003] The existing LKJ2000 device only plays the role of train safety protection such as train overspeed protection and anti-skid. Train driving is still mainly completed by the driver. Manually driven trains have the following deficiencies due to the different operating levels and habits of different drivers:

[0004] 1) The train driving and operation consistency is low, which reduces the transportation efficiency of the line;

[0005] 2) There is room for further reduction in train operation energy consumption, and the operating energy consumption is relatively high;

[0006] 3) Drivers have high workload, long working hours, and are easily fatigued. It is difficult to operate complex routes or heavy-load transportation, and the driver training cycle and difficulty are greatly increased;

[0007] 4) There is room for further improvement in the smoothness of train operation;

[0008] 5) The inspection of locomotive working status requires continuous manual inspection and tracking, which can easily lead to safety risks due to personnel fatigue and laziness.

[0009] The station departure operation of the existing LKJ2000 requires manual driving of the train. When the train passes the departure mark point, the train needs to press the "start" button of the LKJ equipment in time to complete the train positioning for departure, and then the train driving operation is carried out under the monitoring of LKJ. Manual marking has disadvantages such as poor marking accuracy, reliance on manual labor and complex ground marking operations. Train positioning plays a key role in the safe operation of trains. Therefore, it is necessary to improve the automation level of station departure operations to ensure the safe and efficient operation of trains.

[0010] In order to reduce the shortcomings of manually driven trains, it is necessary to add auxiliary equipment for automatic train driving to meet the needs of safe, smooth, punctual, energy-saving and intelligent operation of trains. Summary of the invention

[0011] The present invention provides an LKJ device integrating a train automatic driving function.

[0012] The present invention proposes an LKJ device integrating the train automatic driving function. On the basis of the existing LKJ2000, a locomotive status acquisition interface is added to collect locomotive status information such as traction voltage, traction current signal, and control handle information of the locomotive traction motor as input parameters for automatic driving control.

[0013] A separate brake interface is added. During automatic driving control, the locomotive is braked through the separate brake interface. The common brake output interface of the LKJ equipment is used to control the common brake pressure-maintaining valve and the common brake pressure-reducing valve to realize the automatic brake control output of the entire train.

[0014] Add locomotive handle control output interface. During automatic driving control, the locomotive running direction is controlled by the direction handle control signal, and the locomotive traction and resistance braking are controlled by the power handle control signal;

[0015] Add a high-precision Beidou satellite positioning module to realize the automatic departure station selection, automatic start-up control, and train position correction functions based on satellite positioning;

[0016] Utilize the existing LKJ vehicle-mounted basic data, modify the basic data format, add key data used for automatic driving, such as train automatic driving running time information and expert decision information, and realize train automatic driving control by developing automatic driving control algorithms in the existing LKJ host business software;

[0017] Compared with the existing LKJ2000, two new control modes: manual driving mode and automatic driving mode.

[0018] The equipment reduces the workload of manual driving, improves the stability and consistency of train operation, enhances the efficiency of train transportation operations, and saves energy consumption. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 Schematic diagram of the system composition of the LKJ device of the present invention

[0020] Figure 2 Schematic diagram of the software module of the LKJ device of the present invention

[0021] Figure 3 Schematic diagram of the state transition of the working mode of the LKJ device of the present invention

[0022] Figure 4 Schematic diagram of the autonomous driving station departure

[0023] Figure 5 Schematic diagram of autonomous driving range operation

[0024] Figure 6 Schematic diagram of parking in the autonomous driving station DETAILED DESCRIPTION

[0025] The present invention is described in detail below in conjunction with specific embodiments. The following embodiments will help those skilled in the art to further understand the present invention, but are not intended to limit the present invention in any form. It should be noted that, for those of ordinary skill in the art, several variations and improvements may be made without departing from the inventive concept, and these all belong to the protection scope of the present invention.

[0026] The LKJ device described in the present invention is based on the existing LKJ and adds a locomotive status acquisition interface to collect locomotive status information such as traction voltage, traction current signal, control handle information, etc. of the locomotive traction motor as input parameters for automatic driving control.

[0027] Add a separate braking interface to the equipment. When used as automatic driving control, the locomotive is braked through a separate braking interface. Utilize the common braking output interface of the LKJ equipment to control the common brake pressure-maintaining valve and the common brake reducing valve to achieve automatic braking control output for the entire train.

[0028] Add a locomotive handle control output interface. When used as an automatic driving control, the locomotive running direction is controlled by the direction handle control signal, and the locomotive traction and resistance braking are controlled by the power handle control signal.

[0029] Add a high-precision Beidou satellite positioning module to realize the train's automatic starting station selection, automatic start-up benchmarking control, and train position correction functions based on satellite positioning.

[0030] The equipment utilizes the existing LKJ on-board basic data, modifies the basic data format, adds key data used for automatic driving, such as train automatic driving operation time information and expert decision information, and realizes automatic driving control of the train by developing automatic driving control algorithms in the existing LKJ business software.

[0031] Based on LKJ, the device adds the following functions by adding locomotive acquisition and control interface, high-precision satellite positioning module, and modifying LKJ vehicle-borne basic data:

[0032] (1) Based on the newly added running time data in the LKJ basic data, train curve planning can be carried out to guide the driver to perform traction, coasting and braking control operations;

[0033] (2) It can automatically control the train according to the planned driving curve and automatically drive the train to the next stop;

[0034] (3) It has both manual driving mode and automatic driving mode, and has the function of mode switching;

[0035] (4) It has the functions of automatic start-up control and train positioning based on high-precision satellite positioning.

[0036] Compared with the existing LKJ, the device adds two control modes (i.e., working modes): manual driving mode and automatic driving mode:

[0037] The manual driving mode is an existing manual driving control method. Without affecting the driver's operating and driving functions of the train, the driving planning curve generated by the automatic driving module can be displayed on the LKJ display screen through manual operation to guide the driver to control the train driving.

[0038] The automatic driving mode is a working mode that is controlled by manual operation when the conditions for entering the automatic driving mode are met. The automatic driving is divided into five working states: available, ready, starting, running, and fault. When entering the automatic driving running state, the equipment automatically controls the train to start, and automatically completes the start-up marking when passing a satellite marking point with a start-up marking function. The automatic driving train enters the section and runs smoothly, the automatic driving train enters the station, and realizes the precise parking control function at the parking point.

[0039] Figure 1 This is a schematic diagram of the equipment system composition of the present invention. The existing interfaces of LKJ2000 include: DMI interface, locomotive signal interface, working condition information interface, diesel speed signal, speed signal, analog pressure, unloading output, common brake output, emergency brake output and other interfaces.

[0040] The LKJ2000 output control only has the output of unloading, common braking, and emergency braking commands, which cannot meet the control requirements of automatic driving. Therefore, by modifying the LKJ digital output board and relay board, adding separate braking and power handle control channels, separate braking control is used for locomotive braking control. When locomotive braking is required, the equipment controls the locomotive braking through a separate braking channel, and controls the LKJ common brake reducing valve and common brake pressure maintaining valve to achieve train braking control, control the train to slow down or stop, and increase the power handle control channel to control the locomotive power handle signal to achieve locomotive traction and resistance braking control, and complete the control of train speed increase and decrease.

[0041] The newly added control output channel of the equipment needs to meet the safety output requirements. Therefore, by modifying the LKJ2000 digital input board, adding the power handle status and separate brake control acquisition signals, and performing a backcheck on the output control, the safety requirements of train control are met.

[0042] The equipment adopts a power-based automatic driving control algorithm. Therefore, by modifying the LKJ analog input board, adding channels for collecting the traction voltage and current of the locomotive traction motor, calculating the motor power through the traction voltage and current, and controlling it through a power-based automatic driving algorithm, the automatic driving of the train can be achieved.

[0043] The host business software adds an automatic driving control module, which obtains the data required for automatic driving, such as speed limit curve, speed, working condition, line data, locomotive signal, status information, temporary parameters, etc. from the existing LKJ module, and sends the automatic driving control status to LKJ for monitoring the automatic driving module. The automatic driving control module obtains and outputs data through the LKJ business framework layer, and the business layer runs on the basis of the security platform.

[0044] Figure 2 This is a schematic diagram of the newly added software modules of the present invention. The system framework layer, business framework layer, and LKJ business module are the existing software modules of LKJ2000. On this basis, the LKJ system framework layer and business framework layer are modified, the automatic driving channel data is added and sent to the business layer, and the data output by the automatic driving module of the business layer is output. The new automatic driving control module of the existing LKJ business layer includes sub-modules such as input data processing, basic data processing, data output, travel curve planning, automatic driving control, automatic driving mode management, automatic driving status management, mode management, and display interface processing.

[0045] The input data module is used to pre-process the data input to the automatic driving module. After data processing, it is applied and processed by other modules of the automatic driving to complete the automatic driving control. The basic data processing module parses and processes the automatic driving control information added to the LKJ basic data, and provides automatic driving control data for other modules. The data output module completes the output of automatic driving control data. The trip curve planning module automatically plans the automatic driving operation curve according to the data input by the automatic driving, the LKJ speed limit curve, and the current line data, and sends it to the display interface module to display the planned curve on the DMI. The automatic driving control module automatically tracks the planned curve according to the trip planning curve, and realizes the automatic driving control of the train through speed signal feedback. The automatic driving status management module completes the switching and maintenance of the automatic driving status. The mode management module completes the switching and management functions of manual driving and automatic driving modes.

[0046] The automatic driving control module automatically plans the entire journey according to LKJ's speed limit curve, line information, operating time data, and expert decision data, and marks traction, coasting, resistance braking, air braking, electro-pneumatic braking and other control information on the curve. It can guide the driver to perform locomotive driving operations. The journey planning curve can be automatically dynamically planned according to the locomotive signal information, plan the parking control curve, and automatically pre-draw the train's operating curve.

[0047] The traction section curve of the trip planning is a traction curve planned according to the traction performance of the locomotive when the equipment determines that the train needs to be traction-speeded based on the LKJ speed limit curve and line data. During traction operation, the equipment controls the output signal through the power handle to automatically control the train's traction output power, thereby achieving safe, stable and energy-saving traction operation control of the train.

[0048] The coasting curve of the trip planning is the curve for coasting control of the train when the equipment meets the train coasting control requirements according to the line conditions. During coasting control, the equipment controls the power handle at zero position and relies on the power of the line slope to make the train coast on the line, thereby reducing the energy consumption of the train operation.

[0049] The resistance braking curve of the trip planning is a control curve planned by the equipment based on the line conditions when the locomotive needs to output resistance braking to maintain the smooth operation of the train. Resistance braking achieves train deceleration through the power device of the locomotive generator rotor, and has the characteristics of energy saving and smooth braking. The equipment controls the output of the resistance braking handle level through the power handle to control the smooth operation of the train.

[0050] The control braking curve of the trip planning is that when the equipment determines that there is a deceleration zone or parking control ahead, in order to achieve train deceleration control, the train pipe decompression signal is output through the automatic control channel to decompress the train, thereby realizing the planned curve of train braking deceleration. After the equipment realizes train deceleration through automatic braking, it automatically controls the train to perform braking relief operations, controls the train pipe air filling, and completes the relief operation after reaching the expected pipe pressure, thus preparing for the next train air braking.

[0051] The electric-pneumatic braking curve of the trip planning is a curve planned for achieving smooth and energy-saving deceleration control of the train when the equipment determines that there is a deceleration zone or parking control ahead, and outputs resistance braking and automatic braking to decelerate the train.

[0052] The automatic driving control module starts the automatic driving train after receiving the manual permission to start. According to the real-time planned itinerary curve, the automatic driving train runs safely along the planned curve, controls the train to run in the section, and stops at the parking point.

[0053] Figure 3 This is a schematic diagram of the mode state conversion of the present invention. Based on the existing LKJ, the equipment adds two control modes: manual driving mode and automatic driving mode, and adds five working states: fault (FA), available (AV), ready (RE), start (ST), and run (RU).

[0054] The manual driving mode is a control mode in which the driving is completely performed manually, which is exactly the same as the existing LKJ2000 driving operation. When the driver selects the manual driving mode, the equipment does not perform automatic driving control, which does not affect the driver's driving control of the locomotive. The train is driven completely manually. When the equipment self-test status is abnormal, it enters the "fault" state and the equipment cannot perform automatic driving mode.

[0055] When the equipment self-checks normally and meets the conditions for entering automatic driving, the equipment enters the automatic driving "available" state and meets the conditions for automatic driving. It also performs real-time itinerary planning curves to guide the driver in controlling train driving operations.

[0056] When the driver places the direction handle in a non-zero position, the power handle in zero position, the device has determined that there is an authorized end, the locomotive is in normal condition, and the target speed curve allows the locomotive to move, the device enters the "ready" state and is ready to enter automatic driving control.

[0057] The conditions for starting automatic driving include normal status of the locomotive and the automatic driving equipment. When the train meets the conditions for starting automatic driving, the equipment enters the "start" state from the "ready" state, waiting for manual start of automatic driving instructions. When the driver selects automatic driving start on the DMI, the equipment enters the "running" state and switches to automatic driving mode. The equipment starts the automatic driving train and automatically runs according to the planned itinerary curve.

[0058] Station departure control:

[0059] The equipment centrally stores basic line data, and adds Beidou satellite information for starting station positioning and driving alignment on the basis of the existing LKJ basic line data. It also adds station satellite positioning range data to the existing station information for the station's starting station selection function, and adds point satellite positioning information with driving alignment attributes for the automatic driving alignment function for starting driving.

[0060] When the driver sets the LKJ parameters through DMI, the equipment retrieves the satellite coordinate range of the station information in the basic data according to the Beidou satellite coordinate information currently received, determines the departure station, and fills in the departure station parameters by default. After the driver has set the parameters, he operates LKJ to enter the automatic driving mode, and the train starts running automatically. When passing the preset satellite driving mark point, the equipment automatically locates the train position when it is consistent with the received satellite positioning information, completes the station departure control operation, and under the monitoring of LKJ, the equipment automatically drives the locomotive into the section for operation.

[0061] Autonomous driving control:

[0062] In automatic driving mode, after receiving a manual start signal, the equipment can automatically start the train, complete the station departure operation according to the itinerary planning curve, and enter the section operation. It can automatically complete through-tests, phase-area operations, section speed control, section parking, and automatic driving operations of trains on long and steep downhill slopes.

[0063] Automatic driving mode switches to manual driving mode control:

[0064] The equipment automatically drives the train in the automatic driving mode. When it is found that the equipment fails and the conditions for automatic driving control are not met, the current automatic driving control output is stopped immediately, and preparations for entering the manual driving mode are executed. The driver is prompted to enter the manual driving mode through sound and light alarms. After the driver confirms the operation, the equipment automatically switches to the manual driving mode, and the train is driven and controlled manually.

[0065] Control of entering the autonomous driving section from the non-autonomous driving section:

[0066] The equipment centrally stores basic line data, and adds automatic driving section and non-automatic driving section identifications to the existing LKJ basic line data. When the train enters the non-automatic driving section, the equipment is prohibited from selecting the automatic driving mode, and the automatic driving module enters a dormant state, which does not affect manual driving operations. When the train enters the automatic driving section, the equipment has the function of entering automatic driving control.

[0067] After the train starts running in the non-automatic driving section, the driver drives the train. When it enters the automatic driving section, the automatic driving control module is activated, allowing the driver to choose to enter the automatic driving mode and control it according to the automatic driving mode to complete the automatic driving function.

[0068] When the equipment controls the train to run in the automatic driving section, if it determines that the train is about to enter the non-automatic driving section, it will automatically use the dividing point as the stopping point, monitor the train to stop at this position, and prompt the driver to enter the non-automatic driving section ahead, prompting the driver to switch to manual driving mode in advance. After the driver switches to manual driving mode, the train will enter the non-automatic driving section under manual driving.

[0069] Example 1: Autonomous driving starting from a station

[0070] Figure 4 This is a schematic diagram of the automatic driving station departure of the present invention. When the train is in the automatic driving section, the equipment enters the manual driving mode by default. The driver operates the DMI to complete the LKJ parameter setting. The locomotive signal receives the permission signal and meets the conditions for entering the "ready" state. The equipment enters the "ready" state. The equipment automatically plans the driving planning curve in real time according to the current LKJ mode and speed limit curve status.

[0071] In the "Ready" state, when the device determines that the conditions for entering the "Start" state are met, it enters the "Start" state. The driver operates the DMI to start automatic driving, the device enters the automatic driving mode, and enters the "Run" state.

[0072] The equipment enters the "running" state. After a certain delay, it starts to drive the train according to the planned driving curve under the monitoring of LKJ. When the locomotive signal without code is received, the driver is responsible for the ZTL alert confirmation operation. When the train passes the satellite driving alignment point preset in the data, the equipment receives the corresponding satellite positioning information, automatically enters the positioning state, completes the driving alignment operation, and the equipment automatically drives the train according to the planned driving curve, crosses the exit signal and enters the section operation.

[0073] When the train starts from a non-automatic driving section, the driver manually drives the train to complete the driving alignment operation and manually drives the train into the section. When the train enters the automatic driving section in the section, the driver operates the DMI to switch to automatic driving mode. When the equipment determines that the conditions for switching to automatic driving mode are met, it starts to switch to automatic driving mode and automatically plans the driving curve in real time. When it determines that the conditions for entering the "start" state are met, the driver is prompted to enter the automatic driving operation state. The driver operates the DMI to allow automatic driving to start, and the automatic driving control module begins to take over the automatic driving control of the train, and the automatic driving train continues to run in the section according to the planned driving curve.

[0074] Example 2 Interval Operation

[0075] Figure 5 This is a schematic diagram of the automatic driving section operation of the present invention. After the train passes the exit signal, the automatic driving control module controls the train to increase its speed. According to the driving planning curve, the train speed is pulled to a suitable position for smooth operation. The equipment automatically controls the train to perform a through test. At the through test position, the train is automatically controlled to reduce the pressure by 50 kPa, and the train starts to brake and decelerate. When it reaches the relief position, the equipment automatically controls the train to relieve and complete the through test.

[0076] The equipment automatically plans the driving curve according to the slope and curve of the section line and other information, and marks the pre-planned control sections such as traction, coasting, resistance braking, air braking, and electro-pneumatic braking on the curve. The equipment automatically runs in the section according to the planned driving curve based on the principles of smooth and safe operation, meeting the operating time requirements, and saving energy, and controls the train speed to run within a safe range.

[0077] When there is a temporary speed limit section in the interval operation, LKJ controls the speed limit section according to the temporary speed limit, and performs temporary speed limit curve protection. The equipment controls the train to reduce the speed to within the temporary speed limit through electric and pneumatic combined braking before the starting point of the temporary speed limit, and controls the train to run safely within the LKJ protective speed limit.

[0078] Example 3: Parking control within a station

[0079] Figure 6 This is a schematic diagram of automatic driving station parking in the present invention. When the train approaches the station ahead, the equipment calculates the parking position based on the locomotive signal code position, and dynamically plans the driving curve to stop in front of the exit signal.

[0080] When the automatic driving train of the equipment runs to the station entrance signal, it automatically uses electric pneumatic braking to slow down the train and control the speed to within the speed limit of the station turnout to enter the station on the inner line.

[0081] After the automatic driving train passes the station entry signal, the equipment controls the train to run on the track and calculates to stop at the next stop. The equipment calculates the train pipe decompression required for the train's automatic braking output and the decompression position based on the line data and the train's current speed. When the train arrives at this position, the equipment controls the train to decompress once and stops the train at the stop point, completing the automatic driving station entry operation.

[0082] The above is only a preferred embodiment of the present invention and is not intended to limit the protection scope of the present invention. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. An LKJ device integrating train automatic driving function, based on the existing LKJ2000, adds a locomotive status acquisition interface to collect locomotive status information such as traction voltage, traction current signal, and control handle information of the locomotive traction motor as input parameters for automatic driving control. A separate brake interface is added. During automatic driving control, the locomotive is braked through the separate brake interface. The common brake output interface of the LKJ equipment is used to control the common brake pressure-maintaining valve and the common brake pressure-reducing valve to realize the automatic brake control output of the entire train. Add locomotive handle control output interface. During automatic driving control, the locomotive running direction is controlled by the direction handle control signal, and the locomotive traction and resistance braking are controlled by the power handle control signal; Add a high-precision Beidou satellite positioning module to realize the automatic departure station selection, automatic start-up control, and train position correction functions based on satellite positioning; Utilize the existing LKJ vehicle-mounted basic data, modify the basic data format, add key data used for automatic driving, such as train automatic driving running time information and expert decision information, and realize train automatic driving control by developing automatic driving control algorithms in the existing LKJ host business software; Compared with the existing LKJ2000, two new control modes: manual driving mode and automatic driving mode.

2. The LKJ device according to claim 1, characterized in that: The manual driving mode is an existing manual driving control mode. Without affecting the driver's operating and driving functions of the train, the driving planning curve generated by the automatic driving module can be displayed on the LKJ display screen through manual operation to guide the driver to control the train driving; The automatic driving mode is a working mode in which the automatic driving control is entered by manual operation when the conditions for entering the automatic driving mode are met. The automatic driving is divided into five working states: available, ready, starting, running, and fault.

3. The LKJ device according to claim 1, characterized in that: The LKJ equipment is based on LKJ2000, by adding locomotive acquisition and control interface, high-precision satellite positioning module, and modifying LKJ vehicle-borne basic data, and adding the following functions: (1) Based on the newly added running time data in the LKJ basic data, train curve planning can be carried out to guide the driver to perform traction, coasting and braking control operations; (2) It can automatically control the train according to the planned driving curve and automatically drive the train to the next parking point; (3) It has both manual driving mode and automatic driving mode, and has the function of mode switching; (4) It has the functions of automatic start-up control and train positioning based on high-precision satellite positioning.

4. The LKJ device according to claim 3, characterized in that: When entering the automatic driving operation state, the equipment automatically controls the train to start, and when passing a satellite marking point with the start-up marking function, it automatically completes the start-up marking. The automatic driving train enters the section and runs smoothly, the automatic driving train enters the station, and realizes precise parking control function at the parking point.

5. The LKJ device according to claim 1, characterized in that: By modifying the LKJ digital output board and relay board, separate brake and power handle control channels are added; The separate brake control is used for the brake control of the locomotive. When the locomotive brake is required, the locomotive brake is controlled through the separate brake control channel, and the train brake is controlled through the LKJ common brake pressure reducing valve and the common brake pressure maintaining valve to realize the brake control of the train, control the train to slow down or stop the train; The added power handle control channel controls the power handle signal of the locomotive, realizes the traction and resistance braking control of the locomotive, and completes the control of increasing and decreasing the speed of the train.

6. The LKJ device according to claim 5, characterized in that: By modifying the LKJ2000 digital input board, adding power handle status and separate brake control acquisition signals, and performing a backcheck on the output control, the safety requirements of train control can be met.

7. The LKJ device according to claim 6, characterized in that: A power-based automatic driving control algorithm is adopted. By modifying the LKJ analog input board, channels for collecting the traction voltage and current of the locomotive traction motor are added. The motor power is calculated by the traction voltage and current, and the automatic driving of the train is achieved through power-based automatic driving algorithm control.

8. The LKJ device according to claim 1, characterized in that: The host business software adds an automatic driving control module, obtains the data required for automatic driving, such as speed limit curve, speed, working condition, line data, locomotive signal, status information, temporary parameters, etc. from the existing LKJ module, and sends the automatic driving control status to the LKJ device for monitoring of the automatic driving control module. The autonomous driving control module acquires and outputs data through the business framework layer, and the business layer operates based on the security platform.

9. The LKJ device according to claim 8, characterized in that: The LKJ device modifies the system framework layer and the business framework layer, adds the autonomous driving channel data and sends it to the business layer, and outputs the data output by the autonomous driving control module of the business layer.

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