System and method for automatic and autonomous operation of train after in-situ turn-back

Abstract

The invention provides a system and a method for automatically and autonomously running a train after in-situ turn-back, on-board equipment at two ends of the train can obtain information from a transponder on the ground, and interaction is carried out between the on-board equipment at the two ends; transmitting line data and corresponding transponder numbers which are received by the running end vehicle-mounted equipment before the end is changed from the transponders which the running end vehicle-mounted equipment passes through; and the operation end vehicle-mounted equipment after the end change uses the transponder serial number recorded when passing through the transponder, checks the transponder serial number sent by the other end to the operation end vehicle-mounted equipment, and automatically and autonomously controls the train operation by using the checked line data after the departure route is opened. According to the method, automatic and autonomous operation of the train after in-situ turning-back is achieved, the automatic operation level of the train is improved, the operation efficiency of the train during in-situ turning-back can be effectively improved, and the working intensity of a driver is relieved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of train control, in particular to a system and method for automatic and autonomous operation of a train after a U-turn. BACKGROUND

[0002] Currently, when a train on a national railway line performs a U-turn, the on-board equipment of the running end after the end change needs to be powered on or switched from the hibernation mode to the standby mode. After the driver inputs the train length, train number, selects the track circuit carrier frequency and other information, the driver selects to enter the partial mode, and after the transponder before the driving train runs through the turnout exit signal machine receives the line data in front of the running, the on-board equipment is switched to the full mode.

[0003] Currently, when a train on a city line performs a U-turn, the on-board equipment of the running end after the end change does not need the driver to input the train length, train number, selects the track circuit carrier frequency and other information. After the driver confirms the relevant information, the driver can directly switch to the partial mode, but the on-board equipment still needs to be switched to the full mode after the transponder before the driving train runs through the turnout exit signal machine receives the line data in front of the running, to realize the autonomous control of the train running.

[0004] Among them, the standby mode represents the mode of the on-board equipment after power-on or wake-up from the hibernation state; the driver needs to input the train length, train number, track circuit carrier frequency and other information before starting the process in this mode. The partial mode represents that after the completion of the starting process, the on-board equipment receives the track circuit information, such as a green light, indicating that the train can be dispatched, but at this time the on-board equipment does not have the ground line data information and cannot fully monitor the train, so the driver needs to take partial responsibility for monitoring. The full mode represents that the on-board equipment has the authorization of the running and the ground line data information, can know the slope, speed limit and the farthest distance of the front line, and fully assumes the responsibility of monitoring the train running, without the need for the driver.

[0005] It can be seen that the train U-turn operation in the prior art will have a stage in the partial mode, during which the driver needs to drive and the train cannot run autonomously, which is difficult to improve the operation efficiency during the U-turn and the working intensity of the driver is large. SUMMARY

[0006] The present application provides a system and method for automatic and autonomous operation of a train after a U-turn, the on-board equipment of the train double end can obtain information from the transponder on the ground, and interact between the on-board equipment of the double end, to realize the automatic and autonomous operation of the train after the U-turn after the departure route is opened, improve the automatic operation level of the train, effectively improve the operation efficiency of the train during the U-turn, and reduce the working intensity of the driver.

[0007] In order to achieve the above object, a technical solution of the present invention is to provide a system for automatic and autonomous operation of a train after turning back on the spot, the system comprising:

[0008] Ground-based balises located on the track to provide reference position and route data; and

[0009] Onboard equipment is installed at the A and B ends of the train; the A end is the running end before the end change, and the B end is the running end after the end change;

[0010] Each on-board device is equipped with a communication unit for communicating with the communication unit of the on-board device at the other end, thereby enabling information exchange between the on-board device at end A and the on-board device at end B. The exchanged information includes the first transponder number sent from the on-board device at end A to the on-board device at end B before the end switch, and the line data in the transponders passed by the on-board device at end A.

[0011] The B-end vehicle-mounted device is used to record the second transponder number and verify the first transponder number sent by the A-end vehicle-mounted device based on the recorded second transponder number after the end is switched; wherein the first transponder number is the number of the transponder passed by the A-end vehicle-mounted device; the second transponder number is the number of the transponder passed by the B-end vehicle-mounted device;

[0012] The B-end on-board device is also used to verify the line data sent by the A-end on-board device, and after the B-end on-board device receives a signal indicating that the departure route is open, it uses the verified line data to automatically and autonomously control the train operation.

[0013] Optionally, the vehicle-mounted device at each end is respectively provided with a vehicle-mounted main control unit, and the communication unit at each end is connected to the vehicle-mounted main control unit at the local end.

[0014] Optionally, the vehicle-mounted device at each end further includes a transponder information receiving unit connected to the vehicle-mounted main control unit at this end; the transponder information receiving unit and the BTM antenna connected thereto are used to obtain the reference position and line data in the transponder.

[0015] Optionally, the on-board equipment at each end further includes a track circuit receiving unit connected to the on-board main control unit at this end; the track circuit receiving unit and the TCR antenna connected thereto are used to obtain track circuit information from the track circuit equipment on the ground; the track circuit information includes the track circuit carrier frequency.

[0016] Optionally, the on-board equipment at each end further includes a speed and distance measuring unit connected to the on-board main control unit at this end, and a speed measuring device connected to the speed and distance measuring unit; the speed and distance measuring unit and the speed measuring device are used to measure the speed of the train and calculate the distance traveled by the train, and the distance traveled is used to determine the position of the train on the track.

[0017] Optionally, the on-board equipment at each end is also used to determine the relative distance between the train and the transponder based on the travel distance calculated by the on-board equipment at this end after passing the transponder, and the relative distance is used to determine the line data in front of the train.

[0018] Optionally, the information sent by the A-end vehicle-mounted device to the B-end vehicle-mounted device before the end change also includes the train length, train number, and track circuit carrier frequency; the B-end vehicle-mounted device after the end change is also used to automatically start the registration process based on the received train length, train number, and track circuit carrier frequency.

[0019] Optionally, the reference position provided by the transponder corresponds to the installation position of the transponder on the track; and the line data provided by the transponder is data content represented by taking the transponder as the coordinate origin.

[0020] Optionally, the line data includes CTCS-1 track circuit information, ETCS-21 gradient information, ETCS-27 line speed information, CTCS-2 temporary speed limit information, and ETCS-5 link information package.

[0021] Optionally, the train turns back on the spot on the train receiving route; the train receiving route includes an entry signal, an entry transponder group, a reverse exit signal, a reverse exit transponder group, an exit transponder group, and an exit signal; the first transponder number includes the numbers of the entry transponder group and the reverse exit transponder group respectively passed by the A-end on-board device; the A-end on-board device records the first transponder number and the line data received by the A-end on-board device from the entry transponder group and the reverse exit transponder group;

[0022] The second transponder number includes the numbers of the inbound transponder group and the reverse outbound transponder group that the B-end vehicle-mounted device passes through respectively; the B-end vehicle-mounted device records the second transponder number.

[0023] Optionally, the line data sent by the A-end vehicle-mounted device includes a first part of line data and a second part of line data;

[0024] The first portion of line data includes CTCS-1 track circuit information, ETCS-21 grade information, ETCS-27 line speed information, and CTCS-2 temporary speed limit information corresponding to the inbound balise group; the second portion of line data includes ETCS-5 link information packets corresponding to the reverse outbound balise group;

[0025] The B-end vehicle-mounted device uses the number of the entry transponder group and the number of the reverse exit transponder group recorded by the B-end vehicle-mounted device to verify the number of the entry transponder group and the number of the reverse exit transponder group sent by the A-end vehicle-mounted device respectively.

[0026] Optionally, after the train stops at the target track of the train receiving route, the on-board device at end A is further configured to calculate the length from the locomotive position at end A to the station transponder group, and send the length to the on-board device at end B;

[0027] The on-board device at end B after the end switch is further configured to use the length from the locomotive position at end A to the station entrance transponder group to locate the position corresponding to the locomotive position at end A in the first portion of the route data, and to intercept the first portion of the route data sent by the on-board device at end A to obtain intercepted route data; the intercepted route data is the route data in the first portion of the route data corresponding to the locomotive position at end A after the end switch to the reverse station exit signal;

[0028] The B-end on-board equipment verifies the line data sent by the A-end on-board equipment, including the B-end on-board equipment after the end is switched, and after receiving the signal indicating that the departure route is open through the track circuit receiving unit at this end, uses the intercepted line data to calculate the monitoring protection curve.

[0029] Optionally, the on-board equipment at each end further includes a train interface unit connected to the on-board main control unit at this end; the train interface unit is used to control the traction and braking of the train.

[0030] Optionally, the B-end on-board equipment automatically and autonomously controls the train operation, including the B-end on-board equipment entering a full mode based on the received signal indicating that the departure route is open and the calculated monitoring protection curve, autonomously controlling the train departure operation through the train interface unit on this end, and obtaining new line data in front of the reverse exit transponder group after passing the reverse exit transponder group to continue to automatically and autonomously control the train operation.

[0031] Optionally, the vehicle-mounted device at each end further includes a human-machine interface connected to the vehicle-mounted main control unit at this end, and the human-machine interface is used to display information of the vehicle-mounted main control unit to the driver and respond to the driver's operations.

[0032] Optionally, the vehicle-mounted main control unit is an ATP main control unit.

[0033] Another technical solution of the present invention is to provide a method for automatic and autonomous operation of a train after turning back on the spot, which method is implemented using any of the above-mentioned systems for automatic and autonomous operation of a train after turning back on the spot; the method includes the following process:

[0034] Step S1, information exchange between two-end vehicle-mounted devices;

[0035] The A-end vehicle-mounted device before the end switching sends the first transponder number and the line data in the transponder passed by the A-end vehicle-mounted device to the B-end vehicle-mounted device;

[0036] Step S2: After the end is switched, the vehicle-mounted device at end B verifies and uses the information sent by the vehicle-mounted device at end A;

[0037] The B-end vehicle-mounted device verifies the first transponder number sent by the A-end vehicle-mounted device according to the recorded second transponder number; the B-end vehicle-mounted device also verifies the line data sent by the A-end vehicle-mounted device;

[0038] Step S3: After the departure route is opened, the B-end onboard equipment uses the verified line data to automatically and autonomously control the train operation.

[0039] Optionally, in step S1, the A-end vehicle-mounted device further sends the train length, train number, and track circuit carrier frequency to the B-end vehicle-mounted device;

[0040] In step S2, before verification, the B-end vehicle-mounted device first uses the received train length, train number, and track circuit carrier frequency to automatically start the registration process.

[0041] Optionally, the train turns back at the original location of the train receiving route; the train receiving route includes an entry signal, an entry transponder group, a reverse exit signal, a reverse exit transponder group, an exit transponder group, an exit signal

[0042] In step S1, the A-end vehicle-mounted device records the line data received by the A-end vehicle-mounted device from the inbound transponder group and the reverse outbound transponder group, and records the number of the inbound transponder group and the number of the reverse outbound transponder group; the B-end vehicle-mounted device records the number of the inbound transponder group and the number of the reverse outbound transponder group passed by the B-end vehicle-mounted device;

[0043] When performing verification in step S2, the B-end vehicle-mounted device uses the number of the entry transponder group and the number of the reverse exit transponder group recorded by the B-end vehicle-mounted device to respectively verify the number of the entry transponder group and the number of the reverse exit transponder group sent by the A-end vehicle-mounted device.

[0044] Optionally, in step S1, the line data sent by the A-end vehicle-mounted device to the B-end vehicle-mounted device includes a first portion of line data corresponding to the inbound transponder group and a second portion of line data corresponding to the reverse outbound transponder group;

[0045] The first part of line data includes CTCS-1 track circuit information, ETCS-21 slope information, ETCS-27 line speed information, and CTCS-2 temporary speed limit information; the second part of line data includes ETCS-5 link information package.

[0046] Optionally, in step S1, after the train stops at the target track of the train receiving route, the on-board device at end A calculates the length from the locomotive position at end A to the station transponder group, and sends it to the on-board device at end B;

[0047] In step S2, after verification, the on-board device at end B uses the received length from the vehicle head position at end A to the station transponder group to locate the position corresponding to the vehicle head position at end A in the first part of the line data, intercepts the first part of the line data sent by the on-board device at end A, and uses the intercepted line data to calculate the monitoring protection curve after the departure signal is released;

[0048] The intercepted line data is the line data from the A-end locomotive position after the end change to the reverse exit signal in the first part of the line data.

[0049] Optionally, in step S3, the B-end on-board equipment automatically enters the full mode based on the received signal indicating that the departure route is open and the calculated monitoring protection curve, autonomously controls the train departure operation through the train interface unit on this end, and obtains the new line data in front of the reverse exit transponder group after passing the reverse exit transponder group to continue to automatically and autonomously control the train operation.

[0050] Compared with the prior art, the present invention provides a system and method for automatic and autonomous operation of a train after turning back on the spot. The dual-end on-board equipment can obtain information from the ground transponder, and the dual-end on-board equipment exchanges line data, train length, train number, track circuit carrier frequency, etc., so as to realize automatic and autonomous operation of the train after turning back on the spot after the departure route is opened; the train using the system and method described in the present invention does not need to enter a partial mode manually operated by the driver after turning back on the spot, but can make the on-board equipment after changing ends automatically enter a full mode from a standby mode to automatically and autonomously control the train operation. Therefore, the present invention improves the level of automated operation of the train, can effectively improve the operating efficiency of the train when turning back on the spot, and reduce the workload of the driver. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] Figure 1This is a schematic structural diagram of the system for automatic and autonomous operation of a train after turning back on the spot according to the present invention.

[0052] Figures 2 to 5 This is an example of the train and trackside equipment when the train automatically runs after turning back in place according to the present invention; wherein, Figure 2 、 Figure 3 They are respectively the schematic diagrams of the running direction and communication data of the dual-end vehicle-mounted equipment before the end is switched; Figure 4 、 Figure 5 They are schematic diagrams of the running direction and communication data of the dual-end vehicle-mounted equipment after the end is switched.

[0053] Figure 6 The figure is a flow chart of the method for automatic and autonomous operation of a train after turning back on the spot according to the present invention. DETAILED DESCRIPTION

[0054] like Figure 1 As shown, an embodiment of the present invention provides a system for automatic and autonomous train operation after turning around in place. The system is equipped with on-board equipment at both ends of the train (end A and end B). The on-board equipment at each end includes an on-board main control unit, as well as a communication unit, a track circuit receiving unit, a transponder information receiving unit, a speed and distance measurement unit, a train interface unit, and a human-machine interface connected to the on-board main control unit. The system also has ground-based transponders installed on the track to provide information such as reference position and line data.

[0055] The onboard master control unit at each end is an ATP (Automatic Train Protection) master control unit. Each onboard device controls the train's traction and braking through its own train interface unit. The human-machine interface at each end displays information from the onboard master control unit to the driver and responds to the driver's actions.

[0056] Each track circuit receiving unit is connected to a corresponding TCR antenna (TCR, Track Circuit Reader). The TCR antenna senses the signal sent by the track circuit equipment (such as the ZPW2000) on the ground and transmits it to the track circuit receiving unit for processing to obtain track circuit information. The obtained track circuit information includes, for example, the track circuit carrier frequency, where the low-frequency code information indicates the authorization for train operation. For example, a low-frequency point in the low-frequency code information indicates a green light, indicating that the track ahead of the train is free for three block sections (approximately 3 km in length). A low-frequency point indicates a yellow light, indicating that the track ahead of the train is free for one block section (approximately 1 km in length).

[0057] The transponder information receiving unit at each end is connected to a corresponding BTM antenna (BTM, Balise Transmission Module). The BTM antenna senses the signal sent by the ground transponder and transmits it to the transponder information receiving unit for processing, obtaining information such as the reference position and line data in the transponder. The line data includes, for example, CTCS-1 track circuit information, ETCS-21 slope information, ETCS-27 line speed information, CTCS-2 temporary speed limit information, ETCS-5 link information packet, etc.; among them, CTCS (Chinese Train Control System) is the abbreviation of China's train operation control system, and CTCS-1 and CTCS-2 are corresponding messages; ETCS (European Train Control System) is the abbreviation of the European train control system, and ETCS-5, ETCS-21, and ETCS-27 are corresponding messages. The reference position is a reference position, which can be understood as a relative reference point or coordinate origin. The contents described by the line data are all expressed relative to the coordinate origin (for example, starting from 200 meters away from the reference position, there is an uphill section with a slope of 0.5% and a length of 1000 meters); the reference position in this article corresponds to the installation position of the transponder.

[0058] Each end's speed and distance measurement unit is connected to a corresponding speed measurement device; the speed measurement device, for example, includes a speed measurement sensor that transmits the collected data to the speed and distance measurement unit for calculating the train's distance traveled. This distance can be used to determine the train's position on the track. By recording the distance traveled when the local end passes the balise, a connection is established with the line data corresponding to the balise, thereby establishing a reference coordinate system with the balise as the coordinate origin. Subsequently, as the train moves, the distance traveled can be calculated to determine the train's distance relative to the coordinate origin, thereby determining the line data ahead of the train.

[0059] The communication unit at each end can communicate with the communication unit at the other end to realize information transmission between the on-board equipment at end A of the train and the on-board equipment at end B. Before the dual-end on-board equipment switches ends, the on-board equipment at end A, which is the operating end, will send the number of the transponder passed by the on-board equipment at end A, the line data in the transponder, the train length, the train number, the track circuit carrier frequency and other information to the on-board equipment at end B through the interaction between the communication unit at end A and the communication unit at end B; after the end is switched, the on-board equipment at end B, which is the operating end, will verify the information sent by end A based on the number of the transponder recorded by the on-board equipment at end B itself, and ensure that the transponder function of the on-board equipment at end B is normal and can receive the information in the transponder; after the departure route is opened, the on-board equipment at end B will use the verified line data to automatically and autonomously control the train operation.

[0060] like Figure 6As shown, an embodiment of the present invention provides a method for automatically operating a train after turning back on the spot, comprising:

[0061] Step S1: The on-board devices at both ends exchange information such as line data, train length, train number, and track circuit carrier frequency.

[0062] Step S2: After the end is switched, the vehicle-mounted device at end B verifies and uses the information sent by the vehicle-mounted device at end A.

[0063] Step S3: The onboard equipment at end B uses the verified line data to automatically and autonomously control the train operation.

[0064] Cooperate Figures 2 to 5 An example is provided to illustrate the method of the present invention. In the figure, a train turns back on the receiving route (from the entry signal X to the exit signal X3). End A is the running end before the end change, and end B is the running end after the end change. Figure 2 、 Figure 3 The right arrow in the middle indicates the running direction before the end is changed. Figure 2 The entrance signal X lights up two yellow lights, and the exit signal X3 lights up red; Figure 4 、 Figure 5 The left arrow in the figure indicates the direction of travel after the end change, and signal S3 (the reverse exit signal) lights up a yellow light (those skilled in the art are capable of obtaining relevant knowledge about the position and color of signal lights and the route status they represent from the existing technology, so this will not be elaborated on).

[0065] In step S1, the two-end onboard equipment exchanges line data, train length, train number, track circuit carrier frequency and other information, further including the following process:

[0066] In step S1-1, the vehicle-mounted device at end A records the line data received from the transponder group BX (entry transponder group), and records the number of the transponder group BX corresponding to the line data.

[0067] In step S1-2, the vehicle-mounted device at end B records the numbers of the transponder groups BX and BS3 that it passes by.

[0068] In step S1-3, after the train stops at track 3G, the onboard equipment at end A calculates the length L from the front position at end A to the transponder group BX.

[0069] Step S1-4: Before switching ends, the vehicle-mounted device at end A sends the above-mentioned line data, length L and other information to the vehicle-mounted device at end B.

[0070] Step S1-5: Before switching ends, the onboard equipment at end A sends information such as train length, train number, and track circuit carrier frequency to the onboard equipment at end B.

[0071] The line data received in step S1-1 includes CTCS-1 track circuit information, ETCS-21 slope information, ETCS-27 line speed information, CTCS-2 temporary speed limit information and ETCS-5 link information packet. For the specific data format, see Figure 3 Example description.

[0072] The ETCS-5 link information packet in the example records the length L1 from the reverse outbound balise group BS3 to the inbound balise group BX, and the length L2 from the balise group BS3 to the outbound balise group located before the outbound signal X3. The CTCS-1 track circuit information records the track section length L g1 , L g2 , L g3 The corresponding carrier frequencies are 1700Hz, 2300Hz, and 1700Hz respectively (in this example, the track section length L between the exit signal X3 and the signal S3 is g3 , the track section length L between signal S3 and switch 5 g2 , the track section length L between turnout 5 and station signal X g1 ). ETCS-27 line speed information records the track section length L v1 , L v2 The respective speeds v1 and v2 (in this example, the track section length L between the turnout 5 and the station signal X) v1 The length of the track section between turnout 5 and exit signal X3 is L v2 ). ETCS-21 slope information records the track section length L a1 , L a2 The respective slopes a1 and a2 (the length of the track section from the entry signal X to the exit signal X3 in this example is L a1 , the length of the track section from the exit signal X3 to the entry signal X direction is L a2 The CTCS-2 temporary speed limit information records the length of the temporary speed limit effective section L_TSRarea starting from the balise group BX, the distance D_TSR1 from the balise group BX to the start of the temporary speed limit, and the length L_TSR1 of the temporary speed limit.

[0073] In step S2, after the end is switched, the vehicle-mounted device at end B verifies and uses the information sent by the vehicle-mounted device at end A, further comprising the following process:

[0074] Step S2-1: After the end is switched, the vehicle-mounted device at end B automatically starts the registration process using the information such as train length, train number, track circuit carrier frequency, etc. sent by the vehicle-mounted device at end A.

[0075] In step S2-2, the B-end vehicle-mounted device uses the numbers of the transponder groups BX that it has recorded to verify the number of the transponder group BX corresponding to the first part of the line data sent by the A-end vehicle-mounted device.

[0076] In step S2-3, the vehicle-mounted device at the end B uses the numbers of the transponder group BS3 that it has recorded to verify the number of the transponder group BS3 corresponding to the second part of the line data sent by the vehicle-mounted device at the end A.

[0077] The onboard equipment at end B records the numbers of the balise groups BX and BS3 it passes through, but does not record the route data within those groups. In this example, the first portion of route data corresponding to balise group BX includes CTCS-1 track circuit information, ETCS-21 grade information, ETCS-27 route speed information, and CTCS-2 temporary speed limit information. The second portion of route data corresponding to balise group BS3 includes ETCS-5 link information packets.

[0078] In step S2-4, the onboard device at end B uses the length L from the end A train head position to the transponder group BX sent by the onboard device at end A to first locate the corresponding position of the end A train head position in the CTCS-1 track circuit information, ETCS-21 slope information, ETCS-27 line speed information, and CTCS-2 temporary speed limit information. Then, the line data corresponding to the line from the end A train head position to the signal S3 after the end change is intercepted from these line data. For details, see Figure 5 .

[0079] The intercepted line data includes the intercepted CTCS-1 track circuit information. In this example, it refers to the track section length L between the A-end vehicle head position and the signal S3 in the intercepted CTCS-1 track circuit information. g1’ and its corresponding carrier frequency of 1700Hz; the intercepted ETCS-21 slope information, in this case, refers to the track section L between the A-end vehicle head position and signal S3 in the intercepted ETCS-27 line speed information v2’ and its corresponding speed v2; the intercepted ETCS-21 slope information, in this case, refers to the track section length L between the head position of end A and signal S3 in the intercepted ETCS-21 slope information a1’ and its corresponding slope a2; the intercepted CTCS-2 temporary speed limit information, in this example, refers to the length L_TSRarea' between the vehicle head position at end A and the signal S3 in the temporary speed limit effective section length intercepted from the CTCS-2 temporary speed limit information, and the distance D_TSR1' between the vehicle head position at end A and the signal S3 in the distance from the transponder group BX to the starting point of the temporary speed limit.

[0080] In step S2-5, after the on-board equipment at end B receives a signal indicating that the departure route is open through the local track circuit receiving unit, the on-board equipment at end B uses the intercepted CTCS-1 track circuit information, ETCS-21 slope information, ETCS-27 line speed information, and CTCS-2 temporary speed limit information to calculate the monitoring protection curve (those skilled in the art are capable of obtaining relevant knowledge of calculating this curve using on-board equipment from the existing technology, and this will not be repeated here).

[0081] In step S3, the onboard equipment at terminal B uses the verified line data to automatically and autonomously control the train operation, which further includes the following processes:

[0082] In step S3-1, the vehicle-mounted equipment at end B automatically enters the full mode from the standby mode according to the signal indicating that the departure route is open and the calculated monitoring protection curve.

[0083] In step S3-2, the onboard equipment at end B autonomously controls the train departure and operation through the train interface unit at the local end, and continues to automatically and autonomously control the train operation by obtaining the new line data ahead of the balise group BS3 after passing the balise group BS3.

[0084] In summary, the present invention proposes a system and method for automatic and autonomous operation of a train after turning back on the spot. The dual-end on-board equipment can obtain information from the ground transponder, and exchange line data, train length, train number, track circuit carrier frequency and other information through the dual-end on-board equipment. After the departure route is opened, the train can automatically and autonomously run after turning back on the spot, which improves the level of train automation operation, can effectively improve the operating efficiency of the train when turning back on the spot, and reduce the driver's workload.

[0085] Although the present invention has been described in detail through the above preferred embodiments, it should be understood that the above description is not intended to limit the present invention. After reading the above description, various modifications and substitutions of the present invention will become apparent to those skilled in the art. Therefore, the scope of protection of the present invention should be defined by the appended claims.

Claims

1. A system for automatic and autonomous operation of a train after turning back on the spot, characterized in that: Include: Ground-based balises located on the track to provide reference position and route data; and Onboard equipment is installed at the A and B ends of the train; the A end is the running end before the end change, and the B end is the running end after the end change; Each on-board device is equipped with a communication unit for communicating with the communication unit of the on-board device at the other end, thereby enabling information exchange between the on-board device at end A and the on-board device at end B. The exchanged information includes the first transponder number sent from the on-board device at end A to the on-board device at end B before the end switch, and the line data in the transponders passed by the on-board device at end A. The B-end vehicle-mounted device is used to record the second transponder number and verify the first transponder number sent by the A-end vehicle-mounted device based on the recorded second transponder number after the end is switched; wherein the first transponder number is the number of the transponder passed by the A-end vehicle-mounted device; the second transponder number is the number of the transponder passed by the B-end vehicle-mounted device; The B-end on-board device is also used to verify the line data sent by the A-end on-board device, and after the B-end on-board device receives a signal indicating that the departure route is open, it uses the verified line data to automatically and autonomously control the train operation.

2. The system according to claim 1, wherein The vehicle-mounted device at each end is respectively provided with a vehicle-mounted main control unit, and the communication unit at each end is connected to the vehicle-mounted main control unit at the local end; The vehicle-mounted device at each end further comprises a transponder information receiving unit connected to the vehicle-mounted main control unit at this end; the transponder information receiving unit and the BTM antenna connected thereto are used to obtain the reference position and line data in the transponder.

3. The system according to claim 2, wherein: The on-board equipment at each end further includes a track circuit receiving unit connected to the on-board main control unit at this end; the track circuit receiving unit and the TCR antenna connected thereto are used to obtain track circuit information from the track circuit equipment on the ground; the track circuit information includes the track circuit carrier frequency.

4. The system according to claim 3, wherein: The on-board equipment at each end further includes a speed and distance measuring unit connected to the on-board main control unit at the local end, and a speed measuring device connected to the speed and distance measuring unit; the speed and distance measuring unit and the speed measuring device are used to measure the speed of the train and calculate the distance traveled by the train, and the distance traveled is used to determine the position of the train on the track; The on-board equipment at each end is also used to determine the relative distance between the train and the transponder based on the travel distance calculated by the on-board equipment at this end after passing the transponder. The relative distance is used to determine the line data in front of the train.

5. The system according to claim 1, wherein: The information sent by the A-end on-board device to the B-end on-board device before the end switching also includes the train length, train number, and track circuit carrier frequency; the B-end on-board device after the end switching is also used to automatically start the registration process based on the received train length, train number, and track circuit carrier frequency.

6. The system according to any one of claims 1 to 5, characterized in that: The reference position provided by the transponder corresponds to the installation position of the transponder on the track; The line data provided by the transponder is data content represented by taking the transponder as the coordinate origin; The line data includes CTCS-1 track circuit information, ETCS-21 gradient information, ETCS-27 line speed information, CTCS-2 temporary speed limit information, and ETCS-5 link information package.

7. The system according to claim 6, wherein: The train turns back on the receiving route; the receiving route includes an entry signal, an entry transponder group, a reverse exit signal, a reverse exit transponder group, an exit transponder group, and an exit signal; The first transponder number includes the numbers of the inbound transponder group and the reverse outbound transponder group that the A-end vehicle-mounted device passes through respectively; the A-end vehicle-mounted device records the first transponder number and the line data received by the A-end vehicle-mounted device from the inbound transponder group and the reverse outbound transponder group; The second transponder number includes the numbers of the inbound transponder group and the reverse outbound transponder group that the B-end vehicle-mounted device passes through respectively; the B-end vehicle-mounted device records the second transponder number.

8. The system according to claim 7, wherein: The line data sent by the vehicle-mounted device at end A includes a first part of line data and a second part of line data; The first portion of line data includes CTCS-1 track circuit information, ETCS-21 grade information, ETCS-27 line speed information, and CTCS-2 temporary speed limit information corresponding to the inbound balise group; the second portion of line data includes ETCS-5 link information packets corresponding to the reverse outbound balise group; The B-end vehicle-mounted device uses the number of the entry transponder group and the number of the reverse exit transponder group recorded by the B-end vehicle-mounted device to verify the number of the entry transponder group and the number of the reverse exit transponder group sent by the A-end vehicle-mounted device respectively.

9. The system according to claim 8, wherein After the train stops at the target track of the train receiving route, the on-board device at end A is further used to calculate the length from the locomotive position at end A to the station transponder group, and send the length to the on-board device at end B; The on-board device at end B after the end switch is further configured to use the length from the locomotive position at end A to the station entrance transponder group to locate the position corresponding to the locomotive position at end A in the first portion of the route data, and to intercept the first portion of the route data sent by the on-board device at end A to obtain intercepted route data; the intercepted route data is the route data in the first portion of the route data corresponding to the locomotive position at end A after the end switch to the reverse station exit signal; The B-end on-board equipment verifies the line data sent by the A-end on-board equipment, including the B-end on-board equipment after the end is switched, and after receiving the signal indicating that the departure route is open through the track circuit receiving unit at this end, uses the intercepted line data to calculate the monitoring protection curve.

10. The system according to claim 9, wherein: The onboard equipment at each end further comprises a train interface unit connected to the onboard main control unit at the local end; the train interface unit is used to control the traction and braking of the train; The B-end on-board equipment automatically and autonomously controls the train operation, including the B-end on-board equipment entering a full mode based on the received signal indicating that the departure route is open and the calculated monitoring protection curve, autonomously controlling the train departure operation through the train interface unit at this end, and obtaining the new line data in front of the reverse exit transponder group after passing the reverse exit transponder group to continue to automatically and autonomously control the train operation.

11. The system according to claim 2, wherein: The vehicle-mounted device at each end further includes a human-machine interface connected to the vehicle-mounted main control unit at this end, and the human-machine interface is used to display information from the vehicle-mounted main control unit to the driver and respond to the driver's operations.

12. The system according to claim 2, wherein: The vehicle-mounted main control unit is an ATP main control unit.

13. A method for automatic and autonomous operation of a train after turning back on the spot, characterized in that: This is achieved by using the system for automatic and autonomous operation of a train after turning back on the spot as described in any one of claims 1 to 12; The method includes the following steps: Step S1, information exchange between two-end vehicle-mounted devices; The A-end vehicle-mounted device before the end switching sends the first transponder number and the line data in the transponder passed by the A-end vehicle-mounted device to the B-end vehicle-mounted device; Step S2: After the end is switched, the vehicle-mounted device at end B verifies and uses the information sent by the vehicle-mounted device at end A; The B-end vehicle-mounted device verifies the first transponder number sent by the A-end vehicle-mounted device according to the recorded second transponder number; the B-end vehicle-mounted device also verifies the line data sent by the A-end vehicle-mounted device; Step S3: After the departure route is opened, the B-end onboard equipment uses the verified line data to automatically and autonomously control the train operation.

14. The method according to claim 13, wherein In step S1, the A-end vehicle-mounted device also sends the train length, train number, and track circuit carrier frequency to the B-end vehicle-mounted device; In step S2, before verification, the B-end vehicle-mounted device first uses the received train length, train number, and track circuit carrier frequency to automatically start the registration process.

15. The method according to claim 13, wherein The train turns back at the original location on the train receiving route; the train receiving route includes an entry signal, an entry transponder group, a reverse exit signal, a reverse exit transponder group, an exit transponder group, and an exit signal; In step S1, the A-end vehicle-mounted device records the line data received by the A-end vehicle-mounted device from the inbound transponder group and the reverse outbound transponder group, and records the number of the inbound transponder group and the number of the reverse outbound transponder group; the B-end vehicle-mounted device records the number of the inbound transponder group and the number of the reverse outbound transponder group passed by the B-end vehicle-mounted device; When performing verification in step S2, the B-end vehicle-mounted device uses the number of the entry transponder group and the number of the reverse exit transponder group recorded by the B-end vehicle-mounted device to respectively verify the number of the entry transponder group and the number of the reverse exit transponder group sent by the A-end vehicle-mounted device.

16. The method according to claim 15, wherein In step S1, the line data sent by the A-end vehicle-mounted device to the B-end vehicle-mounted device includes a first portion of line data corresponding to the inbound transponder group and a second portion of line data corresponding to the reverse outbound transponder group; The first part of line data includes CTCS-1 track circuit information, ETCS-21 slope information, ETCS-27 line speed information, and CTCS-2 temporary speed limit information; the second part of line data includes ETCS-5 link information package.

17. The method according to claim 16, wherein In step S1, after the train stops at the target track of the train receiving route, the on-board device at end A calculates the length from the locomotive position at end A to the station transponder group and sends it to the on-board device at end B; In step S2, after verification, the on-board device at end B uses the received length from the vehicle head position at end A to the station transponder group to locate the position corresponding to the vehicle head position at end A in the first part of the line data, intercepts the first part of the line data sent by the on-board device at end A, and uses the intercepted line data to calculate the monitoring protection curve after the departure signal is released; The intercepted line data is the line data from the A-end locomotive position after the end change to the reverse exit signal in the first part of the line data.

18. The method according to claim 17, wherein In step S3, the B-end on-board equipment automatically enters the full mode based on the received signal indicating that the departure route is open and the calculated monitoring protection curve, and autonomously controls the train departure operation through the train interface unit on this end, and obtains the new line data in front of the reverse exit transponder group after passing the reverse exit transponder group to continue to automatically and autonomously control the train operation.

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