On-board equipment of single-track railway high-performance train control system and control method thereof

Abstract

This invention discloses an onboard device and its control method for a high-efficiency train control system for a single-track railway. The onboard device includes an onboard host and onboard locomotive signaling equipment, a transponder information receiving unit (BTM), and a dynamic data processing unit (DPU) communicatively connected to the onboard host. The BTM is used to acquire transponder message information sent by the ground passive transponder through the BTM antenna and transmit it to the onboard host to achieve reliable train positioning. The onboard host sends a train control data request message to the ground equipment through the DPU according to the train position and receives the ground equipment train control data response message forwarded by the DPU, realizing ground wireless locomotive signaling and route selection control. This invention realizes the onboard device functions of a high-efficiency train control system for a single track, and achieves train operation control of section separation signals. Compared with the existing LKJ2000 equipment, it reduces manual operation by the driver and improves safety and operating efficiency.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, specifically to onboard equipment and control method of a high-efficiency train control system for a single-track railway. Background Technology

[0002] Single-track railway block systems generally employ automatic or semi-automatic block signaling. To meet transport capacity requirements, numerous passing loops are necessary, resulting in significant engineering investment, a large number of trackside facilities, and inconvenient maintenance. This is incompatible with the high-efficiency transport needs of local railways, dedicated railway lines, and railways operating in harsh environments such as high-altitude plateaus for coal and mineral transportation.

[0003] In order to improve the operational efficiency and safety of the line, and at the same time reduce the burden on staff, it is urgent to study an upgrade technology solution that is compatible with the CTCS-0 level system of conventional railways, and also has the characteristics of lightweight, rapid deployment and low cost, so as to achieve a rapid improvement in the transportation efficiency of single-track railways and adapt to the needs of flexible changes in transportation organization.

[0004] From the perspective of onboard equipment, the core onboard control equipment of existing single-track railways is mainly the LKJ2000 train operation monitoring device, and its supporting onboard equipment also includes traditional locomotive signal receiving equipment. These existing onboard equipment systems are designed based on traditional automatic block signaling or semi-automatic block signaling systems, and have many problems that are incompatible with the needs of high-efficiency transportation.

[0005] Therefore, it is hoped that a high-efficiency train control system for single-track railways can be designed to meet the capacity improvement requirements of single-track railways, while also being compatible with the functions of the existing CTCS-0 level system. As the core execution unit of the high-efficiency train control system, the design of the on-board equipment is a key link in realizing the high-efficiency train control system. Summary of the Invention

[0006] This invention provides onboard equipment and control method for a high-efficiency train control system for single-track railways, to solve the problems of high investment, inconvenient maintenance, low transportation efficiency, and the inability of onboard equipment to meet the needs of high-efficiency transportation in traditional single-track railway train control systems.

[0007] According to the first aspect, one embodiment provides an onboard device for a high-efficiency train control system for a single-track railway. The onboard device includes an LKJ onboard host and onboard locomotive signaling equipment, a transponder information receiving unit (hereinafter referred to as BTM), and a dynamic data processing unit (hereinafter referred to as DPU) that are communicatively connected to the onboard host. The BTM is connected to a BTM antenna, and the DPU is connected to a 400MHz antenna.

[0008] The on-board locomotive signaling equipment is used to acquire locomotive signal codes transmitted by the ground track circuit and convert them into standardized light position displays, and transmit the signal data to the LKJ on-board host.

[0009] The BTM is used to acquire the transponder message information sent by the ground passive transponder through the BTM antenna when the train travels to the location of the ground passive transponder, and transmit it to the on-board host to provide train positioning information and realize reliable train positioning.

[0010] The LKJ onboard host sends a train control data request message to the ground equipment via the DPU according to the train position, and receives the train control data response message forwarded by the DPU from the ground equipment, thereby realizing ground wireless locomotive signal and route selection control;

[0011] The DPU is equipped with a vehicle-mounted radio and antenna for communicating with terrestrial wireless communication equipment.

[0012] The LKJ onboard host is used to control the operation of the train based on onboard data, onboard locomotive signals, ground wireless locomotive signals, and transponder information.

[0013] Furthermore, the vehicle-mounted equipment supports two control modes: conventional and high-efficiency.

[0014] The conventional system is a conventional control mode that only supports the use of existing on-board locomotive signal control. It receives locomotive signal information codes transmitted by ground track circuits and executes corresponding train operation monitoring functions, which is suitable for conventional inter-station block control of the line.

[0015] The high-efficiency system is a high-efficiency mode that can simultaneously use ground wireless locomotive signals and transponder information for train operation monitoring when the line has transponder and wireless communication functions. It is suitable for segmented block control between stations. The segmented block control between stations is a dynamic block control of the section achieved by setting up multiple separating signals to divide the block section between stations into multiple block sections as needed.

[0016] The switching between the conventional and high-efficiency control modes is achieved through a transponder or manual operation.

[0017] Furthermore, the preset line basic data of the vehicle host includes separation signal information, transponder information and transponder index table, vehicle radio channel information matching the transponder, and ground radio ID information;

[0018] Separator signal information: Data related to separator signals added to enable segmented block control between stations;

[0019] Transponder information and transponder index table: contains information on various types of transponders, including ground-based incoming transponders, outgoing transponders, reverse incoming transponders, positioning transponders, proximity transponders, and reverse proximity transponders. The corresponding transponder can be found through the established transponder index table.

[0020] Furthermore, the DPU is equipped with a 400MHz vehicle-mounted radio to communicate with ground-based 400MHz wireless communication equipment. By acquiring ground-based wireless locomotive signals and route information, it enables safety protection of section signal separation points and automatic control functions for departure and arrival tracks.

[0021] Furthermore, the vehicle-mounted radio includes four working states: idle, standby, data transmission, and data reception; wherein:

[0022] The vehicle radio enters idle mode by default after being powered on.

[0023] When the vehicle-mounted host determines that there is a predefined nearest relevant transponder ahead, it notifies the vehicle-mounted radio to enter a standby state and start listening to ground wireless communication signals in preparation for wireless communication control; among the ground transponders, the nearest relevant transponder is defined as the location anchor point for wireless communication data requests.

[0024] When the vehicle radio receives a data transmission request from the vehicle host, it enters the data transmission state and transmits the data from the vehicle host to the ground.

[0025] When the vehicle-mounted radio receives ground data, it enters the data receiving state and exits the data receiving state after a certain period of time.

[0026] Furthermore, the high-efficiency system includes a full monitoring mode and a normal mode. When the transponder function and wireless communication function are complete, the system operates in full monitoring mode, and the on-board equipment has the function of controlling the vehicle according to the wireless locomotive signal sent from the ground and setting the route according to the route number. When the system malfunctions and does not meet the conditions for full monitoring mode, it enters normal mode and controls the vehicle according to the normal mode of conventional routes.

[0027] Furthermore, the on-board equipment adopts a locomotive signal compatible control strategy that primarily uses on-board locomotive signal control and supplements it with ground-based wireless locomotive signals, including:

[0028] During train arrival and departure operations and regular section operation, the onboard locomotive signal serves as the driving permit. During high-efficiency section operation, before obtaining the radio locomotive signal, the forward separation signal controls the train to stop by pressing the HU light indicating "stop". The train is only allowed to pass through the separation signal when the onboard locomotive signal is the B light indicating "no code" and the obtained ground radio locomotive signal is the L light indicating "permission".

[0029] According to a second aspect, one embodiment provides a control method for onboard equipment of a high-efficiency train control system for a single-track railway, the method comprising:

[0030] Train departure control:

[0031] When the equipment is powered on, it enters the high-efficiency mode degradation mode. The driver inputs the set parameters through the on-board host. The equipment locates the initial position of the train according to the route number, station number, and departure track number input by the driver and enters the full monitoring mode, and controls the train operation according to the track speed limit.

[0032] Based on positioning data, the onboard equipment obtains information from the train's forward signal and the track departure transponder. When the ground interlocking allows the high-efficiency train to depart, the ground equipment sends an HB guidance signal to prohibit the conventional train from departing and to allow the high-efficiency train to request authorization from the radio locomotive signal before commencing departure.

[0033] When the onboard equipment receives the HB light from the ground departure signal, it requests a radio locomotive signal from the ground via the train's forward departure transponder. The ground equipment determines the train's position based on the received transponder information and sends a radio locomotive signal authorization. After the onboard equipment receives two radio locomotive signal authorization lights, it allows the train to depart.

[0034] As the train departs and passes the exit transponder, the onboard equipment verifies and corrects the train's position based on the transponder information, and monitors the train's continued operation.

[0035] If the onboard equipment verifies the transponder information of the departure signal, the DMI will display "Transponder reception error," immediately stop the train, notify the driver that the train's position is incorrect, and request confirmation of the signal information.

[0036] Furthermore, the method also includes:

[0037] Section operation control:

[0038] The train departs and enters the high-efficiency automatic block section. The separation signal is ahead of the train. The onboard equipment receives the signal from the locomotive as a B code and monitors the train's operation using the separation signal ahead as the predetermined stopping point.

[0039] When the train reaches the preset distance from the approach transponder configured on the forward separation signal, the onboard equipment sets the onboard radio to enter a standby state according to the onboard radio channel information, and the onboard radio prepares to conduct wireless communication with the ground equipment.

[0040] When the train passes the proximity transponder, the on-board equipment immediately uses the proximity transponder as the nearest relevant transponder to report the train's position to the ground and request the locomotive signal status of the forward separation signal. The ground equipment determines the signal authorization information of the forward separation signal and sends the signal authorization information to the on-board equipment via wireless communication.

[0041] When the onboard equipment receives two consecutive ground-transmitted radio locomotive signal authorization codes as permission codes, it controls the train to pass the preceding separator signal according to the locomotive signal light position as the permission code, and monitors the train's operation with the subsequent separator signal in the section as the predetermined stopping point. The section block control is also completed through radio locomotive signal authorization.

[0042] Furthermore, the method also includes:

[0043] Stock Channel Number Automatic Control:

[0044] Before the high-efficiency semi-automatic closed section advance signal, the onboard equipment operates in the high-efficiency full monitoring mode. After the train passes the approach transponder and enters the approach section, when the onboard equipment receives a UU code from the locomotive indicating "side track reception", it uses the approach transponder as the closest relevant transponder and sends a wireless reception route information request to the ground equipment via the onboard radio. After receiving the request information, the ground equipment obtains the reception track number according to the interlocking information and sends it to the onboard equipment via wireless communication. After receiving the ground wireless data, the onboard equipment uses the received reception track number to complete the automatic track number setting.

[0045] This invention provides onboard equipment and control method for a high-efficiency train control system for single-track railways, which has the following beneficial effects:

[0046] 1) Strong compatibility: Based on the upgrade and transformation of the existing LKJ2000 equipment, it can be directly compatible with the CTCS-0 level system of conventional railways without replacing the entire set of on-board equipment, which greatly reduces the upgrade cost; the newly added section separation signal and other data can be identified as the existing signal type under the C0 system, without affecting the operation of existing trains;

[0047] 2) Improved transport efficiency: By using the block control at section separation points and the automatic track number setting function, the number of passing stations and the number of manual operation steps for drivers (such as manually entering track numbers) are reduced, thereby improving the transport capacity and operational efficiency of single-track railways; the full monitoring mode under the HETC system can realize automatic car control by wireless locomotive signals, further improving the level of automation.

[0048] 3) High security: It adopts the closest transponder location anchoring mechanism and dedicated secure communication protocol to ensure the location accuracy and data security of vehicle-to-ground wireless communication; the locomotive signal compatibility control strategy ensures driving safety under different systems and scenarios; the system conversion provides dual protection of automatic transponder conversion and manual operation, reducing the risk of conversion failure.

[0049] 4) Flexible deployment: It features lightweight design, with new equipment (DPU, BTM) being small in size and easy to install, enabling rapid upgrades and deployments of existing lines. It is especially suitable for railway lines in harsh environments such as high-altitude areas and local dedicated lines that are sensitive to construction time and cost.

[0050] 5) Convenient maintenance: It reduces the number of trackside equipment along the line and reduces the maintenance workload of ground equipment; the core functions of the on-board equipment are realized through software upgrades and data configuration, and subsequent maintenance and function optimization do not require large-scale hardware modifications. Attached Figure Description

[0051] Figure 1 An architecture diagram of a high-efficiency train control system for a single-track railway provided in one embodiment of the present invention;

[0052] Figure 2 This is a structural diagram of the onboard host unit in an onboard device of a high-efficiency train control system for a single-track railway, provided in one embodiment of the present invention.

[0053] Figure 3 This invention provides a description of the basic data of the onboard host in an onboard device of a high-efficiency train control system for a single-track railway, as provided in one embodiment of the present invention.

[0054] Figure 4 This is a schematic diagram of train departure control in the on-board equipment of a high-efficiency train control system for single-track railways, provided as an embodiment of the present invention.

[0055] Figure 5 This is a schematic diagram of the section operation control of the on-board equipment of a high-efficiency train control system for a single-track railway, provided as an embodiment of the present invention. Detailed Implementation

[0056] The present invention will now be described in further detail with reference to specific embodiments and accompanying drawings. Similar elements in different embodiments are referred to by associated similar element reference numerals. In the following embodiments, many details are described to facilitate a better understanding of the invention. However, those skilled in the art will readily recognize that some features may be omitted in different situations, or may be replaced by other elements, materials, or methods. In some cases, certain operations related to the present invention are not shown or described in the specification. This is to avoid obscuring the core parts of the invention with excessive description. For those skilled in the art, detailed description of these related operations is not necessary; they can fully understand the related operations based on the description in the specification and general technical knowledge in the art.

[0057] Furthermore, the features, operations, or characteristics described in the specification can be combined in any suitable manner to form various embodiments. At the same time, the steps or actions in the method description can be rearranged or adjusted in a manner obvious to those skilled in the art. Therefore, the various orders in the specification and drawings are only for the clear description of a particular embodiment and do not imply a necessary order, unless otherwise stated that a particular order must be followed.

[0058] To improve the operational efficiency and train safety of the line, a high-efficiency train control system (hereinafter referred to as HETC system) specifically designed for single-track railways was developed. The overall architecture is as follows: Figure 1 As shown, this includes ground-based equipment and onboard equipment. Ground-based equipment utilizes axle counting devices to add signal separation points between stations, dividing the station section into multiple separation sections. This enables two or more trains to continuously depart and track within the section, improving the throughput capacity between stations on a single-track railway. In the section near the signal separation points, 400MHz wireless communication is used to achieve authorized signal transmission. This eliminates the need for continuous locomotive signals and block systems, reducing trackside equipment setup and allowing onboard signals to serve as the basis for train operation. The onboard equipment is an upgraded version of the LKJ equipment, compatible with existing CTCS-0 level functions. It enables monitoring train operation in the separation sections according to the station block system based on signal authorization, and automatically identifies and controls track / branch numbers based on track / branch number information.

[0059] The first embodiment of the present invention provides an onboard device for a high-efficiency train control system for single-track railways, which is an improvement on the onboard LKJ2000 device of the existing CTCS-0 level system for conventional railways. The onboard device includes an onboard host and onboard locomotive signaling equipment, a transponder information receiving unit (hereinafter referred to as BTM), and a dynamic data processing unit (hereinafter referred to as DPU) that are communicatively connected to the onboard host. The BTM is connected to the BTM antenna.

[0060] The onboard locomotive signaling equipment is used to acquire locomotive signal codes transmitted by ground track circuits and convert them into standardized light position displays, and then transmit the signal data to the onboard host (i.e., LKJ2000).

[0061] BTM is used to acquire transponder message information sent by ground passive transponders through the BTM antenna and transmit it to the vehicle-mounted host.

[0062] The onboard host sends a train control data request message to the ground equipment via the DPU based on the train's position, and receives the train control data response message forwarded by the DPU from the ground equipment;

[0063] The DPU is equipped with an onboard radio and antenna to communicate with ground wireless communication equipment and obtain ground wireless locomotive signals.

[0064] The onboard host is used to control the operation of the train based on onboard locomotive signals, ground wireless locomotive signals, and transponder information.

[0065] The structure of the LKJ2000 vehicle-mounted host is as follows: Figure 2 As shown, the LKJ2000 has reserved expansion interfaces. To enable transponder functionality and wireless locomotive signal control on the existing LKJ2000 equipment, this embodiment proposes a method for modifying the basic data of the LKJ2000 host:

[0066] 1) Add separation signal information to the original line section;

[0067] 2) Add transponder information and transponder index table information;

[0068] 3) Add vehicle radio channel information that matches the transponder;

[0069] 4) Add terrestrial radio station ID information.

[0070] Specifically, the basic data of the LKJ host has been modified as follows:

[0071] Modify the LKJ2000 basic data format and basic data editing software to compile the data required by the HETC system. The modified LKJ basic data description method is as follows: Figure 3 As shown, the corresponding transponders are found by adding a transponder index table. JZ (inbound transponder), CZ (outbound transponder), FJZ (reverse inbound transponder), DW (positioning transponder), JJ (proximity transponder), and FJJ (reverse proximity transponder) transponders are added, and radio channel information is added. The radio channel information is shown in Table 1.

[0072] Table 1 Radio Channel Data Items

[0073]

[0074] An additional type of separator signal is added for setting signal separation points in the section. In the LKJ automatic block section, multiple section separator signals are set as needed between the departure signal and the advance signal of the next station to divide the automatic block section into multiple block sections. HETC trains obtain the status of the section separator signals through wireless communication to realize block control of the section signal separation points. The signal data items are shown in Table 2.

[0075] The added section separation signal is identified as a semi-automatic section advance signal by the C0 (CTCS-0) system train equipment, which does not affect the monitoring and operation of the C0 system train, and the basic data is compatible with the C0 system train.

[0076] Table 2 Signal Data Items

[0077]

[0078] LKJ setting parameter modification:

[0079] Modify the LKJ setting parameters to add a departure track number setting. When the driver operates the LKJ to input the setting parameters, he inputs the departure track number. The equipment receives the route number, station number, and departure track number input by the driver to locate the train track position and complete the initial positioning of the train departure.

[0080] In this embodiment, the on-board equipment adds a transponder function to the existing LKJ2000, and uses the transponder to achieve precise train positioning. Simultaneously, the transponder is used as the absolute position anchor point for acquiring ground wireless locomotive signals, ensuring the security of the train control system signals. To address the security of wireless communication data, this invention proposes using the transponder as the position anchor point for wireless communication data requests, defining the transponder as the nearest relevant transponder (LRBG), ensuring the accuracy of the wireless communication information's location. Furthermore, by developing a secure communication protocol, the wireless communication data meets the security equipment requirements in terms of both time dimension and data transmission accuracy.

[0081] In this embodiment, the device is connected to the BTM device via the CAN interface and receives transponder messages sent by the ground transponder.

[0082] To enable communication between the LKJ2000 and the vehicle-mounted radio, this invention adds a DPU to extend the LKJ2000's wireless communication capabilities. This DPU is responsible for communicating with the vehicle-mounted radio to complete its control and data transmission / reception functions. The vehicle-mounted equipment adds an interface to the DPU, enabling communication with the vehicle-mounted radio. Through the vehicle-mounted radio, 400MHz wireless communication is achieved. The equipment acquires ground-based wireless locomotive signals and route information to achieve safety protection at signal separation points within the section, as well as automatic control functions for departure and arrival tracks.

[0083] The device connects to wireless communication equipment via a CAN interface, sends wireless request information to the ground via a 400M radio, and receives ground wireless data.

[0084] Wireless communication protocol data packet definition:

[0085] Table 3. Definition of Ground Control Data Request Message

[0086]

[0087] Table 4. Ground Control Data Message Definitions

[0088]

[0089] This invention adds four working states to the vehicle-mounted radio: idle, standby, data transmission, and data reception. The vehicle-mounted radio defaults to the idle state after power-on. When the LKJ detects an LRBG transponder ahead, it notifies the vehicle-mounted radio in advance to enter standby mode, start listening to ground wireless communication signals, and prepare for wireless communication control. When the vehicle-mounted radio receives a data transmission request from the LKJ, it enters the data transmission state and sends the LKJ data to the ground. When the vehicle-mounted radio receives ground data, it enters the data reception state and exits the data reception state after a certain period of time.

[0090] To address the compatibility control issue between ground locomotive signals acquired wirelessly and the existing onboard locomotive signal information in the LKJ system, this embodiment proposes a method for compatible locomotive signal information control. The onboard equipment adopts a locomotive signal control strategy that prioritizes onboard locomotive signal control and supplements it with ground wireless locomotive signals.

[0091] During train arrival and departure operations and when running in the C0 section, the onboard locomotive signal serves as the driving permit, and the ground radio locomotive signal is not used for train control. When the train is running in the HETC system section, the forward separation signal will control the train to stop by pressing the HU light before obtaining the radio locomotive signal. The train is only allowed to pass through the separation signal when the onboard locomotive signal is B light and the ground radio locomotive signal is L light. This achieves compatible control between the onboard arrival signal and the ground radio arrival signal.

[0092] To ensure compatibility with the existing C0 system, the equipment is equipped with two control modes: C0 and HETC. The C0 mode is consistent with the LKJ2000 control mode, while the HETC mode is used when the single-line high-efficiency train control system is in operation. The two modes can be switched through a transponder or manually.

[0093] In this embodiment, the system conversion control is as follows:

[0094] The equipment operates in HETC mode. When it receives the transponder location information indicating that it is switching to C0 mode, it prompts the driver to confirm the mode switch. After the driver confirms, the equipment switches to C0 mode operation.

[0095] The device operates in C0 mode, and automatically switches to HETC mode when it receives a transponder location information that switches to HETC mode.

[0096] In this embodiment, the onboard equipment, under the HETC standard, adds a full monitoring mode. When the equipment's transponder and wireless communication functions are complete, the system operates in full monitoring mode. In full monitoring mode, the equipment has the function of controlling the train according to the wireless locomotive signals transmitted from the ground and setting the route according to the route number transmitted from the ground, thus improving the automation level of the LKJ equipment. Under the HETC standard, when the system malfunctions and the full monitoring mode is not available, the equipment enters the normal mode to monitor train operation and controls the train according to the normal mode of the C0 line.

[0097] In this embodiment, the wireless locomotive signal control process is as follows:

[0098] When the train is running in the HETC section, the equipment operates in the HETC degraded mode. After the train passes the ground transponder, the equipment completes the origin positioning based on the transponder information and enters the HTEC full monitoring mode.

[0099] In full monitoring mode, the equipment obtains the radio channel information bound to the forward transponder, and notifies the onboard radio to enter standby mode through the channel information, preparing to conduct wireless communication with the ground. When the train passes the transponder, after receiving the transponder information, the equipment immediately queries the ground base station number with the transponder number, reports the train position to the ground equipment, and requests the forward separation signal wireless locomotive signal information. After the ground equipment determines the signal authorization based on the train position information, axle counting equipment information, and interlocking information, it sends the forward separation signal signal authorization information to the onboard equipment.

[0100] When the equipment receives a permission signal from the ground for the first time from the forward signal, it requests the ground radio locomotive signal again. When it receives a permission signal again, the onboard equipment controls the train operation according to the signal. When the equipment receives a prohibition signal from the ground from the forward signal, it immediately uses the signal for control.

[0101] In this embodiment, the automatic control of the stock track number is as follows:

[0102] Before the HETC semi-automatic closed section advance signal on a single-track railway, the equipment operates in HETC full monitoring mode. After the train passes the approach transponder and enters the approach section, when the onboard equipment receives the UU lateral light position, it uses the transponder number obtained from the approach transponder as the nearest relevant transponder (LRBG) identifier and sends a wireless train reception route information request to the ground equipment via the onboard radio. After the ground radio receives the request information corresponding to the base station number, it obtains the receiving track number at that location based on the interlocking information and sends it to the onboard equipment via wireless communication. After receiving the ground wireless data, the onboard equipment uses the received receiving track number to complete the track number setting.

[0103] The on-board equipment in this embodiment realizes the on-board equipment function of a single-line high-efficiency train control system, and realizes the control of wireless locomotive signals. Compared with the existing LKJ2000, it reduces the manual operation of the driver and improves safety and operating efficiency.

[0104] The control method for onboard equipment of a high-efficiency train control system for single-track railways disclosed above specifically includes:

[0105] 1) Train departure control:

[0106] When the equipment is powered on, it enters the HETC system downgrade mode. The driver inputs the setting parameters through LKJ, including the newly added departure track number. The equipment locates the initial position of the train based on the route number, station number, and departure track number input by the driver and enters the full monitoring mode, controlling the train operation according to the minimum speed limit of the track.

[0107] Based on positioning data, the equipment obtains information from the train's forward signal and the track departure transponder (CZ). When the ground interlocking permits the departure of HETC-type trains, the ground sends an HB guidance signal to prohibit C0-type trains from departing. HETC-type trains are allowed to request authorization from the radio locomotive signal before commencing departure operations.

[0108] When the equipment receives the HB light from the ground departure signal, it requests a radio locomotive signal from the ground via the CZ transponder at the front of the train. The ground determines the train's position based on the received transponder information and sends a radio locomotive signal authorization. After the equipment receives two radio locomotive signal authorization lights, it allows the train to depart.

[0109] As the train departs and passes the exit transponder, the equipment verifies and corrects the train's position based on the received transponder information, monitoring the train's continued operation. Figure 4 As shown.

[0110] If the equipment verifies that the exit signal transponder information is abnormal, the DMI will display "Transponder reception abnormality," immediately stop the train, notify the driver that the train position is incorrect, and ask them to confirm the signal information.

[0111] 2) Interval operation control, such as Figure 5 As shown:

[0112] When a train departs and enters a HETC-system automatic block section on a single-track railway, there is a separation signal ahead of the train. Taking a section with two separation signals as an example, the equipment receives a B code signal from the locomotive and uses the separation signal ahead as the stopping point to control the train to stop.

[0113] When the train is 500 meters away from the JJ transponder ahead, the equipment sets the radio to enter standby mode according to the channel information of the onboard radio, and the onboard radio prepares to conduct wireless communication with the ground equipment.

[0114] When a train passes a separation signal and approaches the JJ transponder outside the section, the equipment immediately uses the transponder as the nearest relevant transponder (LRGB) to report the train's position to the ground and request the locomotive signal status of the separation signal. The ground equipment determines the signal authorization information of the separation signal ahead of the train based on the train's position and axle counting equipment information, and sends the signal authorization information to the onboard equipment via wireless communication.

[0115] When the equipment receives two consecutive ground-transmitted radio locomotive signal authorization codes as permission codes, it controls the train to pass the preceding separator signal according to the locomotive signal light position as the permission code, and monitors the train's operation by using the next separator signal as the stopping point. The section block control is also completed through radio locomotive signal authorization.

[0116] The above examples illustrate the present invention only to aid in understanding it and are not intended to limit the scope of the invention. Those skilled in the art can make various simple deductions, modifications, or substitutions based on the principles of this invention.

Claims

1. Onboard equipment for a high-efficiency train control system for a single-track railway, characterized in that, The vehicle-mounted equipment includes a vehicle-mounted host and a vehicle-mounted locomotive signaling device, a transponder information receiving unit, and a dynamic data processing unit that are communicatively connected to the vehicle-mounted host. The on-board locomotive signaling equipment is used to acquire locomotive signal codes transmitted by the ground track circuit and convert them into standardized light position displays, and transmit the signal data to the on-board host. The transponder information receiving unit is used to acquire the transponder message information sent by the ground transponder through a dedicated antenna when the train travels to the location of the ground passive transponder, and transmit it to the on-board host to provide train positioning information. The onboard host sends a train control data request message to the ground equipment through the dynamic data processing unit based on the train's position, and receives the train control data response message forwarded by the dynamic data processing unit from the ground equipment. The dynamic data processing unit is equipped with a vehicle-mounted radio and antenna to communicate with ground wireless communication equipment and acquire ground wireless vehicle control data. The onboard host is used to control the operation of the train based on onboard data, onboard locomotive signals, ground wireless locomotive signals, and transponder information.

2. The on-board equipment of the high-efficiency train control system for single-track railways according to claim 1, characterized in that, The vehicle-mounted equipment supports two control modes: conventional and high-efficiency. The conventional system is a conventional control mode that only supports the use of existing on-board locomotive signal control. It receives locomotive signal information codes transmitted by ground track circuits and executes corresponding train operation monitoring functions, which is suitable for conventional inter-station block control of the line. The high-efficiency system is a high-efficiency mode that can simultaneously use ground wireless locomotive signals and transponder information for train operation monitoring when the line has transponder and wireless communication functions. It is suitable for segmented block control between stations. The segmented block control between stations is a dynamic block control of the section by setting up multiple separating signals as needed to divide the block section between stations into multiple short block sections. The switching between the conventional and high-efficiency control modes is achieved through a transponder or manual operation.

3. The on-board equipment of the high-efficiency train control system for single-track railways according to claim 2, characterized in that, The preset line basic data of the vehicle host includes information on the separation signal, transponder information and transponder index table, vehicle radio channel information matching the transponder, and ground radio ID information. Separator signal information: Data related to the separator signals added to enable segmented block control between stations; Transponder information and transponder index table: contains information on various types of transponders, including ground-based incoming transponders, outgoing transponders, reverse incoming transponders, positioning transponders, proximity transponders, and reverse proximity transponders. The corresponding transponder can be found through the established transponder index table.

4. The on-board equipment of the high-efficiency train control system for single-track railways according to claim 1, characterized in that, The dynamic data processing unit is equipped with a 400MHz vehicle-mounted radio, enabling communication with ground-based 400MHz wireless communication equipment. By acquiring ground-based wireless locomotive signals and route information, it achieves safety protection of the section signal separation point and automatic control functions for the departure and receiving tracks.

5. The on-board equipment of the high-efficiency train control system for single-track railways according to claim 1, characterized in that, The vehicle-mounted radio includes four working states: idle, standby, data transmission, and data reception; wherein: The vehicle radio enters idle mode by default after being powered on. When the vehicle-mounted host determines that there is a predefined nearest relevant transponder ahead, it notifies the vehicle-mounted radio to enter a standby state and start listening to ground wireless communication signals in preparation for wireless communication control; among the ground transponders, the nearest relevant transponder is defined as the location anchor point for wireless communication data requests. When the vehicle radio receives a data transmission request from the vehicle host, it enters the data transmission state and transmits the data from the vehicle host to the ground. When the vehicle-mounted radio receives ground data, it enters the data receiving state and exits the data receiving state after a certain period of time.

6. The on-board equipment of the high-efficiency train control system for single-track railways according to claim 2, characterized in that, The high-efficiency system includes a full monitoring mode and a normal mode. When the transponder function and wireless communication function are complete, the system operates in full monitoring mode, and the on-board equipment has the function of controlling the vehicle according to the wireless locomotive signal sent from the ground and setting the route according to the route number. When the system malfunctions and the conditions for full monitoring mode are not met, it enters normal mode and controls the vehicle according to the normal mode of conventional routes.

7. The on-board equipment of the high-efficiency train control system for single-track railways according to claim 1, characterized in that, The onboard equipment adopts a locomotive signal compatible control strategy, which primarily uses onboard locomotive signal control and supplements it with ground-based wireless locomotive signals, including: During train arrival and departure operations and regular section operation, the onboard locomotive signal serves as the driving permit. During high-efficiency section operation, before obtaining the radio locomotive signal, the forward separation signal controls the train to stop by pressing the HU light indicating "stop". The train is only allowed to pass through the separation signal when the onboard locomotive signal is the B light indicating "no code" and the obtained ground radio locomotive signal is the L light indicating "permission".

8. A control method for onboard equipment of a high-efficiency train control system for a single-track railway according to any one of claims 1-7, characterized in that, The method includes: Train departure control: When the equipment is powered on, it enters the high-efficiency mode degradation mode. The driver inputs the set parameters through the on-board host, including the departure track number. The equipment locates the initial position of the train based on the route number, station number, and departure track number input by the driver and enters the full monitoring mode, and controls the train operation according to the track speed limit. Based on positioning data, the onboard equipment obtains information from the train's forward signal and the track departure transponder. When the ground interlocking allows the high-efficiency train to depart, the ground equipment sends an HB guidance signal to prohibit the conventional train from departing and to allow the high-efficiency train to request authorization from the radio locomotive signal before commencing departure. When the onboard equipment receives the HB light from the ground departure signal, it requests a radio locomotive signal from the ground via the train's forward departure transponder. The ground equipment determines the train's position based on the received transponder information and sends a radio locomotive signal authorization. After the onboard equipment receives two radio locomotive signal authorization lights, it allows the train to depart. The train departs and passes the exit transponder. The onboard equipment checks and corrects the train's position and monitors the train's continued operation. If the onboard equipment verifies the transponder information of the departure signal, the DMI will display "Transponder reception error," immediately stop the train, notify the driver that the train's position is incorrect, and request confirmation of the signal information.

9. The control method for onboard equipment of a high-efficiency train control system for a single-track railway according to claim 8, characterized in that, The method further includes: Section operation control: The train departs and enters the high-efficiency automatic block section. The separation signal is ahead of the train. The onboard equipment receives the signal from the locomotive as a B code and monitors the train's operation using the separation signal ahead as the predetermined stopping point. When the train reaches the preset distance from the approach transponder configured on the forward separation signal, the onboard equipment sets the onboard radio to enter a standby state according to the onboard radio channel information, and the onboard radio prepares to conduct wireless communication with the ground equipment. When the train passes the proximity transponder, the on-board equipment immediately uses the proximity transponder as the nearest relevant transponder to report the train's position to the ground and request the locomotive signal status of the forward separation signal. The ground equipment determines the signal authorization information of the forward separation signal and sends the signal authorization information to the on-board equipment via wireless communication. When the onboard equipment receives two consecutive ground-transmitted radio locomotive signal authorization codes as permission codes, it controls the train to pass the preceding separator signal according to the locomotive signal light position as the permission code, and monitors the train's operation with the subsequent separator signal in the section as the predetermined stopping point. The section block control is also completed through radio locomotive signal authorization.

10. The control method for onboard equipment of a high-efficiency train control system for a single-track railway according to claim 9, characterized in that, The method further includes: Stock Channel Number Automatic Control: Before the high-efficiency semi-automatic section advance signal, the onboard equipment operates in the high-efficiency full monitoring mode. After the train passes the approach transponder and enters the approach section, when the onboard equipment receives a UU code from the locomotive indicating "side track reception", it uses the approach transponder as the closest relevant transponder and sends a wireless reception route information request to the ground equipment via the onboard radio. After receiving the request information, the ground equipment obtains the reception track number based on the interlocking information and sends it to the onboard equipment via wireless communication. After receiving the ground wireless data, the onboard equipment uses the received reception track number to complete the automatic track number setting.

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