Shunting operation method and safety protection system applicable to centralized control area and non-centralized control area

Abstract

Disclosed are a shunting operation method and safety protection system applicable to a centralized control area and a non-centralized control area. The system comprises: an onboard device configured for computing a speed limit curve and implementing locomotive braking control; a ground system, comprising: a CTC system / interlocking system, configured for acquiring centralized station yard information; a non-centralized control area acquisition and control unit, configured for acquiring non-centralized control area information; a wayside main unit, which configures station yard layout data according to the received centralized station yard information and non-centralized control area information, configures a station yard code mapping table according to the station yard layout data, and appends code positions of switches in the non-centralized control area after code positions of the centralized control area to form a comprehensive table; and the wayside main unit and the onboard device work together to control a train consist to directly enter the non-centralized control area from the centralized control area, or to directly enter the centralized control area from the non-centralized control area, in a state where head and tail positions are clearly defined. The present invention allows unified control of a centralized control area and a non-centralized control area and seamless switching of shunting operations.

Description

Shunting operation methods and safety protection systems applicable to both centralized and decentralized areas Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a shunting operation method and safety protection system applicable to both centralized and non-centralized areas. Background Technology

[0002] Shunting is one of the key operations in railway stations. Shunting operation areas are divided into centralized interlocking areas and non-centralized interlocking areas (referred to as centralized areas and non-centralized areas). Shunting operations are mainly directed by shunting teams manually. In both areas, there are risks such as running signals and hitting barriers. Currently, the industry has various safety protection devices for these two areas, including STP systems (wireless shunting locomotive signaling and monitoring systems), LSP systems (local locomotive shunting safety protection systems), SAS systems (non-centralized area shunting route safety protection systems), and station shunting operation control systems. However, the existing STP / LSP / SAS / train operation shunting control systems have not achieved unified control and seamless switching between the centralized and non-centralized areas. There are safety hazards of discontinuous control and insufficient information in the switching area (border area). Summary of the Invention

[0003] The purpose of this invention is to provide a shunting operation method and safety protection system applicable to both centralized and non-centralized areas, to achieve integrated control under a unified system across the entire area (centralized and non-centralized areas), and to enable seamless switching across areas.

[0004] To achieve the above objectives, the present invention is implemented through the following technical solution:

[0005] A shunting operation safety protection system applicable to both centralized and non-centralized areas includes: onboard equipment for calculating speed limit curves and controlling the braking of locomotives; a ground system; the ground system includes: a CTC system / interlocking system for collecting station information in the centralized area; a non-centralized area data acquisition and control unit for collecting information in the non-centralized area; and a ground host, which wirelessly communicates with the onboard equipment. The ground host is used to configure station map data based on the received station information in the centralized and non-centralized areas, and to configure a station code position table based on the station map data, arranging the code positions of non-centralized area turnouts into the centralized area. Following the central area code position, an overall table is formed to integrate the non-centralized and centralized areas into a single station yard. Before a train enters the non-centralized area from the centralized area, the ground host determines the train's route and target point based on the non-centralized area's turnout direction information. The onboard equipment controls the train to directly enter the non-centralized area with clearly defined beginning and end positions. When a train enters the centralized area from the non-centralized area, the ground host determines the train's route and target point based on the interlocking route information in the centralized area station yard information. The onboard equipment monitors the train to directly enter the centralized area with clearly defined beginning and end positions.

[0006] Optionally, the on-board equipment includes an on-board host, an LKJ (Local Speed ​​Control Tool), and a DMI (Digital Management Interface); the on-board host is used to calculate the speed limit curve through the LKJ and to implement braking control of the locomotive; the DMI interface displays the station map data according to the overall station area.

[0007] Optionally, the centralized area station information includes at least: turnout direction information, turnout section occupancy status, and signal open status code information in the centralized area, as well as interlocking route information; the interlocking route information includes: turnout location in the non-centralized area and the open and locked status of signals in the centralized area; the non-centralized area information includes at least: turnout direction information in the non-centralized area, wheel set counts from wheel sensors, and locomotive wheel crossing information; the station map data includes at least the names, numbers, code positions, and positional relationships of signals, turnouts, and turnout sections.

[0008] Optionally, the ground system includes: a turnout position acquisition device and a wheel sensor installed beside the track in the non-centralized area; the wheel sensor is used to acquire information on the locomotive's wheel passing; the turnout position acquisition device is used to acquire information on the turnout's direction of travel in the non-centralized area.

[0009] Optionally, the ground system further includes a track indicator installed at the turnout location in the non-centralized area; the non-centralized area acquisition and control unit receives track messages from the ground host in the non-centralized area and controls the track indicator to display track information.

[0010] Optionally, the ground system further includes a satellite differential base station to enable 4G public network communication and radio communication between the ground host and the vehicle-mounted host.

[0011] Optionally, the ground system further includes: a train operation terminal, which is connected to the ground host network, and receives and displays the code position information of the CTC system / interlocking system, as well as the turnout direction information and locomotive position tracking information of the non-centralized area forwarded by the ground host.

[0012] Optionally, the vehicle operation terminal interface displays the station map data as a whole station.

[0013] Optionally, the station code table may be supplemented with turnout codes for non-centralized areas at the end of the interlocking code table or CTC code table, and these codes may be uniformly numbered; when the ground host transmits information to the train terminal and the on-board equipment, the information may be processed according to the uniform numbering.

[0014] Optionally, the vehicle-mounted equipment further includes vehicle-mounted satellite positioning; in non-centralized areas, the ground host continuously tracks the position of the train based on the train satellite positioning coordinates sent by the vehicle-mounted satellite positioning, the turnout direction information of the non-centralized area sent by the non-centralized area acquisition and control unit, and the wheel crossing information sent by the wheel sensors.

[0015] On the other hand, the present invention also provides a method for shunting operations between centralized and non-centralized areas, implemented using the shunting operation safety protection system as described above, applicable to both centralized and non-centralized areas. The method includes:

[0016] Before the train enters the non-centralized area from the centralized area, the ground host is configured with the station map data and station code table. The ground host determines the train's route and target point based on the turnout direction information in the non-centralized area information. The on-board equipment controls the train to enter the non-centralized area directly with a clear head and tail position.

[0017] When a train enters a centralized area from a non-centralized area, the ground control unit determines the train's route and target point based on the interlocking route information in the centralized area's station information; the onboard equipment monitors the train to directly enter the centralized area when there are clear beginning and end positions.

[0018] Optionally, before the train enters the non-centralized area from the centralized area, after the ground host is configured with the station map data and station code table, the CTC system / interlocking system processes the route from the first signal in the centralized area to the boundary area, and the turnout orientation or reversal in the non-centralized area; wherein, the first signal refers to the signal closest to the train in the direction of the shunting train's operation; the non-centralized area acquisition and control unit collects the turnout orientation information of the non-centralized area and sends this information to the ground host; the ground host determines the status of the first signal, the turnouts in the centralized area, and the turnouts in the non-centralized area based on the locomotive's direction of operation and the turnout orientation information of the non-centralized area, and calculates the train's destination to obtain the route information; the onboard host forwards the route information to the LKJ, and the LKJ displays the position of each turnout and the status of the signal, and determines the route according to the route. The system calculates the corresponding speed limit curve based on the distance to the target point and controls the train to travel towards the non-centralized area. The CTC / interlocking system collects the change in the occupancy status of the turnout section in the centralized area from occupied to cleared, obtaining the turnout section clearing information, and sends this turnout section clearing information to the ground host. The ground host detects the moment when the tail of the train crosses the turnout section based on the turnout section clearing information, calculates the length of the train based on the train's satellite positioning coordinates at this moment and its coordinate distance from the insulating joint of the turnout section in the centralized area, and sends it to the onboard host. The onboard host recalculates the train speed limit curve based on the route information and the train length, and then monitors the train to continue traveling through the boundary area between the centralized and non-centralized areas and enter the non-centralized area based on this speed limit curve. After the train enters the non-centralized area track, cars are detached and coupled.

[0019] Optionally, it also includes: after the train passes through the boundary area and enters the non-concentrated area, the on-board host continuously calculates the distance between the vehicle and the destination according to the satellite positioning coordinates of the train and the length of the train and prompts the driver; LKJ calculates the speed limit curve based on the distance; if the train exceeds the speed limit, emergency braking is triggered.

[0020] Optionally, when the train enters the centralized area from the non-centralized area, the CTC system / interlocking system handles the route from the second signal in the centralized area to the destination signal; wherein, the second signal is located between the turnout and the boundary area in the centralized area; the non-centralized area acquisition and control unit collects the turnout opening information of the non-centralized area and sends this turnout opening information of the non-centralized area to the ground host; the ground host determines the status of the turnout in the non-centralized area, the second signal in the centralized area, and the turnout in the centralized area based on the locomotive's running direction, calculates the train's running destination, and obtains the corresponding route information; the onboard host receives the route information sent by the ground host and forwards it to the LKJ, the LKJ displays the position of each turnout and the status of the signal, and calculates the corresponding route based on the route and the distance to the target point. The ground control unit determines the speed limit curve and controls the train to move towards the centralized area. After the train passes the wheel sensors, the ground control unit determines that the displacement of the train's satellite positioning coordinates exceeds the length of one vehicle. When the wheel sensors no longer generate information changes, it considers that the train has left the non-centralized area endpoint. The ground control unit calculates the length of the vehicle after uncoupling based on the coordinates of the wheel sensors and the train's satellite positioning coordinates, and sends the new length information to the onboard host. The onboard host sends the updated length information to the LKJ, and the LKJ recalculates the corresponding speed limit curve based on the current train's satellite positioning coordinates and length information. After the ground control unit determines that the second signal in the centralized area is open, the onboard host controls the train to pass through the boundary area and the second signal to enter the centralized area according to the corresponding speed limit curve, completing the operation.

[0021] Optionally, it also includes: when the ground host determines that the second signal is in a closed state, the ground host updates the target point to the second signal and sends the new target point to the vehicle host. LKJ calculates the speed limit curve based on the distance to the new target point and implements emergency braking if necessary.

[0022] This invention has at least the following technical effects:

[0023] The STPG system integrates the functions of various shunting protection systems, achieving unified control of centralized and decentralized areas under a single set of equipment and a unified interface. Compared with existing technologies, the above technical solution includes the following innovations and beneficial effects (advantages):

[0024] The ground control unit receives the status of turnouts and track occupancy in both centralized and non-centralized areas, as well as the status of signals in the centralized area.

[0025] The system uses a code position information table to configure the status of station elements. All elements in the centralized and non-centralized areas are uniformly compiled into the code position table and normalized.

[0026] The station map data includes both centralized and non-centralized areas. The route information is a continuous whole. When the ground host searches for train routes and determines target points, there will be no division or termination at the boundary areas. Drivers can have complete route authorization information in advance, which is convenient for driving operations.

[0027] The LKJ station map and ground terminal screens are integrated for both centralized and non-centralized areas, allowing for consistent and unified operation. This eliminates the need to view information on two different system interfaces, making it convenient for drivers and duty officers to access information and perform operations.

[0028] The on-board equipment in both the non-centralized and centralized shunting control interfaces of the vehicle and the centralized area achieve speed limiting protection through the LKJ's CAN interface using the same control principle, without requiring modification of the leveling and shunting interfaces.

[0029] After the uncoupling and coupling operations are carried out in the non-centralized area, the system calculates the position and length of the train based on wheel sensor information and locomotive satellite positioning information, ensuring that the first signal light entering the centralized area can also be safely protected.

[0030] Trains do not need to register or deregister or exchange information across different systems when crossing the boundary point, ensuring the continuity of train position tracking and control, and eliminating various risks caused by the lack of control information when the STP or SAS system enters or leaves a decentralized area.

[0031] Integrated design reduces system construction costs and improves system availability. Attached Figure Description

[0032] Figure 1 is a structural block diagram of a shunting operation safety protection system applicable to both centralized and non-centralized areas provided by an embodiment of the present invention.

[0033] Figures 2 and 3 are simplified integrated station maps that include both centralized and non-centralized areas. Detailed Implementation

[0034] The following detailed description, in conjunction with the accompanying drawings and specific embodiments, provides a method and safety protection system for shunting operations applicable to both centralized and decentralized areas, as proposed by the present invention. The advantages and features of the present invention will become clearer from the following description. It should be noted that the accompanying drawings are in a very simplified form and use non-precise proportions, used only to facilitate and clearly illustrate the embodiments of the present invention. Please refer to the accompanying drawings to make the objectives, features, and advantages of the present invention more apparent and understandable. It should be understood that the structures, proportions, sizes, etc., depicted in the accompanying drawings are only for illustrative purposes to aid those skilled in the art and are not intended to limit the implementation conditions of the present invention. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to the size, without affecting the effects and objectives achieved by the present invention, should still fall within the scope of the technical content disclosed in the present invention.

[0035] As described in the background section, existing STP / LSP / SAS / shunting control systems do not achieve unified control and seamless switching between centralized and decentralized areas. This results in discontinuous control and insufficient information at the boundary, posing safety risks. STP (Wireless Shunting Locomotive Signaling and Monitoring System), LSP, SAS, and station shunting operation control systems generally obtain station equipment status information, including turnout direction, signal open / closed status, and section occupancy clearance, in the interlocking area (centralized area) through interlocking or TDCS (Traffic Dispatch Command and Management System) / CTC (Centralized Dispatch System). In the decentralized area, they obtain turnout and train positions through turnout position acquisition devices, wheel sensors, and satellite positioning equipment. In terms of application purpose, the STP system primarily targets shunting protection for dedicated shunting locomotives in centralized areas. The LSP system targets shunting protection for main locomotives in centralized areas and locomotive depots. The SAS system targets shunting protection in decentralized areas. The station shunting operation safety control system primarily provides shunting operators, station and center management personnel with various shunting-related information and safety tips, but does not achieve continuous cross-zone control of locomotives. Currently, in common design schemes, STP and LSP systems install registration / deregistration transponders at these boundary points. Vehicles only register and join the network when entering a centralized zone from a non-centralized zone. If joining the network while pushing, the locomotive may have already passed the blocking signal by the time it hits the registration transponder, posing a significant risk. Furthermore, because train length information is unavailable, crucial information for speed limit calculation is missing, forcing the use of default train length calculations, resulting in excessively low speed limits and impacting operational efficiency.

[0036] The differences between the solutions of the above systems are as follows:

[0037] The sources of station equipment information are different: the STP system obtains information from the interlocking system, the LSP system obtains information from the CTC system, and the SAS system and the train operation and shunting safety management system set up their own non-centralized area collection equipment.

[0038] The vehicle-to-ground wireless communication methods differ: the STP system uses a radio, the LSP system uses 4G communication, and the SAS system uses 4G communication.

[0039] The locomotive control interface methods are different: the STP system connects to the LKJ via the CAN bus to realize locomotive braking; the LSP system connects to the TAX box (locomotive safety information integrated detection device) via serial port to obtain information and controls braking through the LKJ's earthblock interface; the SAS system brakes through the LKJ (train operation monitoring and recording device) leveling interface; the station shunting operation control system is generally only used for prompting and does not realize locomotive control.

[0040] The differences in the solutions of the aforementioned systems make integrated control of multiple areas quite difficult. Currently, there is no suitable system applicable to two different control areas, let alone seamless switching between the two control areas. In actual operation, a single station may have both centralized and decentralized areas, and the same locomotive needs to operate between the two areas. Currently, users can only install two systems simultaneously on the same station and onboard equipment (such as STP system + SAS system) to realize shunting monitoring functions in each area. Each system requires special mode switching design at the interface between the centralized and decentralized areas, resulting in incomplete information before and after the switch, discontinuous control, and safety risks. At the same time, the two systems also result in too many operating interfaces for drivers, shunting operators, and station personnel, inconsistent control logic, unfriendly human-machine interaction, and high system construction and maintenance costs. Therefore, in view of this, the present invention provides a shunting protection system (STPG) that can be compatible with both centralized and decentralized areas, enabling integrated control under a unified system across the entire area and achieving seamless switching across areas.

[0041] As shown in Figure 1, this embodiment provides a shunting operation safety protection system applicable to both centralized and non-centralized areas, including: on-board equipment 100, used to calculate speed limit curves and realize braking control of locomotives; and a ground system 200, which includes a CTC system / interlocking system 204 for collecting station information in centralized areas.

[0042] In this embodiment, the centralized station information includes at least the signal display color (i.e., the code position information of the signal's open status), the turnout direction information and turnout section occupancy status of the centralized area, and the interlocking route information. The interlocking route information includes: the position of turnouts in non-centralized areas and the open and locked status of signals in the centralized area.

[0043] The non-centralized area data acquisition and control unit 205 is used to collect information from non-centralized areas.

[0044] In this embodiment, the information of the non-centralized area includes at least the turnout direction information of the non-centralized area, the wheelset count of the wheel sensor, and the locomotive wheel crossing information.

[0045] The ground host 201 communicates wirelessly with the vehicle-mounted host 101.

[0046] The ground host 201 is used to configure station map data based on the received centralized area station information and non-centralized area information.

[0047] The ground host 201 is also used to configure the station code position table according to the station map data, and arrange the code positions of the non-centralized area turnouts after the code positions of the centralized area to form an overall table, thereby realizing the integration of the non-centralized area and the centralized area into an overall station.

[0048] Before the train enters the non-centralized area from the centralized area, the ground host 201 determines the train's route and target point based on the turnout direction information of the non-centralized area; the on-board equipment 100 controls the train to directly enter the non-centralized area with a clear beginning and end position.

[0049] The STPG system provided in this embodiment eliminates the transponder in the general STP system at the entry and exit points of the non-centralized area. The ground host treats the centralized area and the non-centralized area as a whole to determine the route and target point, and tracks the position of the train. Before the train enters the non-centralized area from the centralized area, the ground host determines the destination of the train based on the turnout direction information of the non-centralized area. The destination is generally a track, dead end, or turnout in the non-centralized area that cannot be connected to the train, so as to ensure that the on-board equipment can enter the non-centralized area directly under monitoring without deregistration.

[0050] When a train enters a centralized area from a non-centralized area, the ground host 201 determines the train's route and target point based on the interlocking route information in the centralized area station information; the onboard equipment 100 monitors the train to directly enter the centralized area when it has a clear beginning and end position.

[0051] Please continue referring to Figure 1. In this embodiment, the on-board equipment 100 includes an on-board host 101, an LKJ 102, and a DMI (human-machine interface) 103. The on-board host 101 calculates the speed limit curve through the LKJ 102 and realizes the braking control of the locomotive. The DMI interface displays the station map data according to the overall station area (see Figures 2 and 3 for details).

[0052] Please continue to refer to Figure 1. In this embodiment, the ground system 200 further includes:

[0053] A turnout position acquisition device 206 and a wheel sensor 207 are installed beside the track in a non-centralized area.

[0054] The turnout position acquisition device 206 is used to acquire turnout opening information in non-centralized areas.

[0055] The wheel sensor 207 is used to collect information on the locomotive's wheels passing over it.

[0056] Please continue to refer to Figure 1. In this embodiment, the ground system 200 further includes: a track indicator 208 set at the turnout location in the non-centralized area; the non-centralized area acquisition and control unit 205 receives track information from the ground host 201 in the non-centralized area and controls the track indicator 208 to display track information.

[0057] The track indicator 208 is associated with the turnout at its installation location, and the ground control unit 201 determines the track it connects to based on the turnout's direction of travel. For example, if the turnout's direction of travel is 5G, then the track indicator 208 should display 5G.

[0058] Please continue to refer to Figure 1. In this embodiment, the ground system 200 further includes a satellite differential base station 202, so that the ground host 201 and the vehicle host 101 can use 4G public network communication and radio communication.

[0059] Please continue referring to Figure 1. In this embodiment, the ground system 200 further includes: a train operation terminal 203; the train operation terminal 203 is network-connected to the ground host 201, and receives and displays the CTC system / interlocking system code position information, turnout direction information (code position information of the non-centralized area), and locomotive position tracking information forwarded by the ground host 201. The locomotive position tracking information can be obtained by the onboard equipment through satellite positioning, or calculated by the onboard equipment's LKJ102; this invention is not limited to these methods.

[0060] The vehicle operation terminal interface of the vehicle operation terminal 203 displays the station map data according to the overall station (integrated station) (see Figures 2 and 3 for details).

[0061] In this embodiment, non-centralized turnout code positions are added to the end of the interlocking or CTC code position table in the station code position table, and uniformly numbered. When the ground host 201 transmits information with the train terminal 203 and the on-board host 101, the uniform numbering is used.

[0062] The station code table includes the display color of all signals in the station, the turnout direction, and the occupancy status of each data bit.

[0063] The station yard code position table identifies the status of a device in the data sent by the interlocking interface and the software memory data. It sequentially numbers the statuses of all devices in the station yard, including signal red, green, blue, white, turnout positioning, turnout reversal, turnout section occupancy, and turnout section locking. For example, if a turnout positioning code position is numbered 20, it means that the turnout is in positioning when the 20th bit of the data is 1, and not in positioning when it is 0.

[0064] Please continue to refer to Figure 1. In this embodiment, the vehicle-mounted device 100 also includes vehicle-mounted satellite positioning (including satellite antenna 104 and communication antenna 105).

[0065] In the non-centralized area, the ground host 201 continuously tracks the position of the train based on the train satellite positioning coordinates (locomotive satellite positioning coordinates) sent by the vehicle-mounted satellite positioning, the turnout direction sent by the non-centralized area acquisition device, and the wheel crossing information sent by the wheel sensor 207.

[0066] This invention also provides a method for shunting operations between centralized and non-centralized areas, implemented using the shunting operation safety protection system applicable to both centralized and non-centralized areas as described above. The method includes: before the train enters the non-centralized area from the centralized area, after the ground host computer configures the station map data and station code table, the ground host computer determines the train's route and target point based on the turnout direction information of the non-centralized area; the onboard equipment controls the train to directly enter the non-centralized area with a clear beginning and end position.

[0067] When a train enters a centralized area from a non-centralized area, the ground control unit determines the train's route and target point based on the interlocking route information in the centralized area's station information; the onboard equipment monitors the train to directly enter the centralized area when there are clear beginning and end positions.

[0068] Specifically, in this embodiment, during the process of the train moving from the centralized area to the non-centralized area (including before entering the non-centralized area), the ground host 201 configures the station map data and the station code position table.

[0069] The CTC / interlocking system 204 has processed the route from the first signal in the centralized area to the boundary area. The turnout in the non-centralized area is in the correct position. It can be understood that the correct position means that the turnout in the non-centralized area is in the correct or reverse position. The first signal is located between the turnout in the centralized area and the terminal signal. The first signal refers to the signal that is closest to the shunting train in the direction of travel (generally the track departure signal, such as the S1 signal in Figure 2).

[0070] For example, as shown in Figure 2, the S1 signal is located between the C1 turnout in the centralized area and the terminal signal X1, and the LC7 turnout in the non-centralized area is positioned.

[0071] The non-centralized area acquisition and control unit 205 acquires the turnout opening information of the non-centralized area and sends this turnout opening information of the non-centralized area to the ground host 201.

[0072] The ground control unit 201 determines the status of the first signal, the turnouts in the centralized area and the turnouts in the non-centralized area based on the locomotive's running direction and the turnout opening information, calculates the train's running destination (e.g., the position of the earthen block), and obtains the route information.

[0073] The route information includes: route elements in the non-centralized area, the position of each turnout (which can be all turnouts in the centralized and non-centralized areas), signal status, turnout section occupancy status, and target point distance information.

[0074] The onboard host 101 receives the route information sent by the ground host 201 and forwards it to LKJ102. The DMI interface 103 of LKJ102 displays the position of each turnout and the status of the signal; and LKJ102 calculates the corresponding speed limit curve based on the route and the distance to the target point, and controls the train to travel towards the non-centralized area.

[0075] The CTC system / interlocking system 204 collects the change in the occupancy status of the turnout section in the centralized area from occupied to cleared, obtains the turnout section clearing information, and sends this turnout section clearing information to the ground host 201.

[0076] The ground host 201 detects the moment when the tail of the train crosses the turnout section based on the turnout section clearance information, calculates the length of the train based on the locomotive's satellite positioning coordinates at this moment and its coordinate distance from the insulating joint of the turnout section, and sends it to the on-board host 101.

[0077] The on-board unit 101 is used to recalculate the train speed limit curve based on the route information and the length of the train, and then monitor the train to continue traveling through the boundary area between the centralized area and the non-centralized area according to this speed limit curve and enter the non-centralized area; after the train enters the non-centralized area track, the vehicles are detached and coupled.

[0078] In this embodiment or some other embodiments, the method further includes: after the train passes through the boundary area and enters the non-centralized area, the on-board unit 101 continuously calculates the distance of the vehicle from the destination based on the locomotive's satellite positioning coordinates and the train length, and prompts the driver; LKJ102 calculates the speed limit curve based on the distance; if the train exceeds the speed limit, emergency braking is triggered. In this embodiment, when the train enters the centralized area from the non-centralized area,

[0079] The CTC system / interlocking system 204 manages the route from the second signal in the centralized area (e.g., signal D1 in Figure 2 or 3) to the terminal signal X1. The second signal is located between the turnout and the boundary area in the centralized area; for example, signal D1 in Figure 2 or 3 is located between turnout C1 in the centralized area and boundary area D1G.

[0080] The non-centralized area data acquisition and control unit 205 acquires the turnout direction information of the non-centralized area and sends this turnout direction information of the non-centralized area to the ground host 201.

[0081] The ground host 201 determines the status of the turnouts in the non-centralized area (e.g., LC7 turnout in Figure 2 or Figure 3), the second signal, and the turnouts in the centralized area (e.g., C1 turnout in Figure 2 or Figure 3) based on the locomotive's running direction; and calculates the train's running destination based on the turnout direction information in the non-centralized area to obtain the corresponding route information; the route information includes: route elements in the centralized area, the position of each turnout (which may include all turnouts in the centralized and non-centralized areas), the signal status, the section occupancy status, and the target point distance information.

[0082] The onboard host 101 receives the route information sent by the ground host 201 and forwards it to LKJ102. The DMI interface 103 of LKJ102 displays the position of each turnout and the status of the signal. LKJ102 calculates the corresponding speed limit curve based on the route and the distance to the target point and controls the train to travel towards the concentration area.

[0083] After the train passes the wheel sensors (as shown by W1 or W2 in Figure 2 or Figure 3), the ground host 201 determines that the displacement of the locomotive's satellite positioning coordinates exceeds the length of one vehicle. When the wheel sensors no longer generate any information changes, it is considered that the train has left the end point of the non-centralized area. The ground host 201 calculates the length of the vehicle after uncoupling based on the coordinates of the wheel sensors and the locomotive's satellite positioning, and sends the new vehicle length information to the onboard host 101.

[0084] The onboard host 101 sends the updated vehicle length information to LKJ102, and LKJ102 recalculates the corresponding speed limit curve based on the locomotive's satellite positioning and vehicle length information.

[0085] After the ground host 201 determines that the second signal in the centralized area is open, the vehicle host 101 controls the train to pass through the boundary area and the second signal to enter the centralized area according to the corresponding speed limit curve, and completes the operation.

[0086] In this embodiment, it also includes: if the ground host 201 determines that the second signal is in a closed state, the ground host 201 updates the target point to the second signal and sends the new target point to the vehicle host 101. The LKJ102 calculates the speed limit curve based on the distance of the new target point and implements emergency braking if necessary.

[0087] To help understand the above embodiments, the present invention provides a specific example for further explanation:

[0088] The invention will now be illustrated with reference to Figures 1, 2, and 3, showing a locomotive pushing a vehicle from the centralized area to the non-centralized area, placing the vehicle at position 1G on the track, and then returning to position 1G.

[0089] As shown in Figures 1 and 2, the ground host 201 configures the station map data to make the non-centralized area and the centralized area into a whole station. That is, the left side of the LC7 turnout in the non-centralized area is connected to the non-centralized area track (Grain 1G) and track (Grain 2G), and the right side is connected to the boundary area D1G. The boundary area D1G is then connected to the D1 signal in the centralized area, and then sequentially connected to the C1 turnout, S1 signal, 1G track section and X1 signal in the centralized area. The DMI interface 103 of LKJ102 and the train terminal 203 are displayed according to this complete station map.

[0090] The station code position table configured by the system will arrange the code positions of turnouts in non-centralized areas after those in centralized areas to form a complete table.

[0091] The locomotive is running in the upward direction from the 1G track section and plans to enter the 1G track. The centralized area has processed the route from the S1 signal to the boundary area D1G. The LC7 turnout in the non-centralized area is in the correct position.

[0092] The non-centralized area acquisition and control unit 205 acquires the opening direction of LC7 turnout as the positioning (i.e., the direction of the forward track grain 1G) and sends this information to the ground host 201.

[0093] The ground host 201 determines the status of the S1 signal, C1 turnout, and LC7 turnout based on the locomotive's running direction, calculates that the train's destination is the Liang 1G earth block, and transmits this route element, the position of each turnout, the status of the signal, the occupancy status of the section, and the distance to the target point to the onboard host 101 via wireless communication.

[0094] The ground host 201 determines that the opening direction of the LC7 turnout is forward (grain 1G), and sends a prompt message (grain 1G) to the track indicator (outdoor LED screen) 208 to the non-centralized area acquisition and control unit 205, controlling the LED screen to display "grain 1G".

[0095] The vehicle-mounted host 101 receives information (including route elements, switch positions, signal status, section occupancy status, and target point distance information) sent by the ground host 201 and forwards it to LKJ102. It then calculates the corresponding speed limit curve based on the route elements and target point distance. At this time, the DMI interface 103 of LKJ102 displays the switch positions and signal status.

[0096] The driver controls the train to move out of the forward direction 1G, cross the S1 signal and go over the turnout section (1DG) where the C1 turnout is located. The CTC system / interlocking system 204 collects the occupancy of the turnout section 1DG where the C1 turnout is located and sends this information to the ground host 201.

[0097] The ground host 201 determines the position of the rear of the train based on the changes in the occupancy and clearance of the section, calculates the length of the train train by combining the locomotive satellite positioning coordinates, and sends it to the on-board host 101.

[0098] At this point, the on-board unit 101 recalculates the speed limit curve.

[0099] After the train passes through the boundary area D1G and enters the non-concentrated area, the on-board host 101 continuously calculates the distance between the vehicle and the track 1G earth stop according to the locomotive satellite positioning coordinates and the train length, and prompts the driver. LKJ102 recalculates the speed limit curve based on the distance. If the train exceeds the speed limit, emergency braking is triggered.

[0100] After the train enters the grain 1G track, the cars are detached and coupled.

[0101] As shown in Figure 3, after the train enters track 1G, it detaches and couples cars, then turns back to track 1G. The process of moving from a non-centralized area to a centralized area is as follows:

[0102] CTC system / interlocking system 204 handles the route from signal D1 in the central area to signal X1 at the end point.

[0103] The ground host 201 determines the status of LC7 turnout, D1 signal, and C1 turnout based on the locomotive's running direction, calculates the X1 destination signal of the train, and wirelessly transmits this route element, the position of each turnout, the status of the signal, the occupancy status of the section, and the distance information to the target point to the onboard host 101.

[0104] The ground control unit 201 determines that the opening direction of LC7 turnout is still forward direction 1G, and the track indicator P1 continues to display "1G".

[0105] The onboard host 101 receives information (i.e., route elements, switch positions, signal status, section occupancy status, and target point distance information) sent by the ground host 201 and forwards it to LKJ102. LKJ102 calculates the corresponding speed limit curve based on the route and target point distance. The DMI103 of LKJ102 displays the position of each switch and the status of the signal.

[0106] The driver controls the train to leave track 1G. After the vehicle passes the first wheel sensor W1, the ground host 201 detects that the displacement of the locomotive's satellite positioning coordinates exceeds the length of one vehicle. The first wheel sensor W1 does not change its information again, so it is considered that the train has left track 1G. The ground host 201 calculates the length of the vehicle after uncoupling based on the coordinates of the first wheel sensor W1 and the locomotive's satellite positioning, and sends the new length information to the onboard host 101.

[0107] The onboard host 101 sends the updated vehicle length to LKJ102, and LKJ102 recalculates the corresponding speed limit curve based on the new locomotive's satellite positioning and vehicle length information.

[0108] If signal D1 is closed, ground host 201 updates the target point to signal D1 and sends it to vehicle host 101. LKJ102 calculates the speed limit curve based on the new target point distance and applies braking if necessary.

[0109] After signal D1 is opened, the driver controls the train to cross the boundary area D1G and signal D1 and enter the 1G track section to complete the operation.

[0110] In summary, this invention discloses a shunting operation method and safety protection system applicable to both centralized and decentralized areas. The system includes: onboard equipment for calculating speed limit curves and controlling the braking of locomotives; a ground system including: a CTC system / interlocking system for collecting station information in the centralized area; and a decentralized area acquisition and control unit for collecting information in the decentralized area. The ground host configures station map data based on the received centralized and decentralized area information, and configures a station code table based on the station map data, arranging the code positions of the decentralized area switches after the centralized area code positions to form a complete table. The ground host and onboard equipment work together to control the train to directly enter the decentralized area from the centralized area or directly enter the centralized area from the decentralized area when there are clear beginning and end positions. This invention achieves unified control and seamless switching of shunting operations between centralized and decentralized areas.

[0111] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0112] It should be noted that the apparatus and methods disclosed in the embodiments herein can also be implemented in other ways. The apparatus embodiments described above are merely illustrative; for example, the flowcharts and block diagrams in the accompanying drawings show the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments herein. In this regard, each block in a flowchart or block diagram may represent a module, program, or part of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system to perform the specified function or action, or can be implemented using a combination of dedicated hardware and computer instructions.

[0113] In addition, the functional modules in the various embodiments of this article can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0114] Although the present invention has been described in detail through the preferred embodiments above, it should be understood that the above description should not be considered as a limitation of the present invention. Various modifications and substitutions to the present invention will be apparent to those skilled in the art after reading the above description. Therefore, the scope of protection of the present invention should be defined by the appended claims.

Claims

1. A safety protection system for shunting operations applicable to both centralized and decentralized areas, characterized in that, include: Onboard equipment is used to calculate speed limit curves and implement braking control of locomotives; Ground system; The ground system includes: CTC system / interlocking system is used to collect information from centralized station areas; Non-centralized area data acquisition and control unit, used to collect information from non-centralized areas; A ground-based host unit, which communicates wirelessly with the vehicle-mounted equipment; The ground host is used to configure station map data according to the received centralized area station information and non-centralized area information, and to configure station code position table according to the station map data, so as to arrange the code positions of non-centralized area turnouts after the code positions of centralized area turnouts to form an overall table, so as to realize the integration of non-centralized area and centralized area into an overall station. Before the train enters the non-centralized area from the centralized area, the ground host determines the train's route and target point based on the non-centralized area's turnout direction information; the onboard equipment controls the train to directly enter the non-centralized area with a clear beginning and end position. When a train enters a centralized area from a non-centralized area, the ground host determines the train's route and target point based on the interlocking route information in the centralized area station information; the onboard equipment monitors the train to directly enter the centralized area when there are clear beginning and end positions.

2. The shunting operation safety protection system applicable to both centralized and non-centralized areas as described in claim 1, wherein the on-board equipment includes an on-board host, an LKJ (Local Speed ​​Control Unit), and a DMI (Dual Machine Interface); the on-board host is used to calculate the speed limit curve through the LKJ and to achieve braking control of the locomotive; the DMI interface displays the station map data according to the overall station area.

3. The shunting operation safety protection system applicable to both centralized and non-centralized areas as described in claim 1, wherein the centralized area station information includes at least: The information includes turnout direction, turnout section occupancy status, signal open status, and interlocking route information for the centralized area. The interlocking route information includes: the position of turnouts in non-centralized areas and the open and locked status of signals in centralized areas; The information in the non-centralized area includes at least: the turnout direction information of the non-centralized area, the wheelset count of the wheel sensors, and the locomotive wheel crossing information; The station map data includes at least the names, numbers, code positions, and positional relationships of signals, turnouts, and turnout sections.

4. The shunting operation safety protection system applicable to both centralized and non-centralized areas as described in claim 3, wherein the ground system comprises: Switch position acquisition device and wheel sensor installed beside the track in non-centralized areas; The wheel sensor is used to collect information on the locomotive's wheels passing over it; The turnout position acquisition device is used to collect turnout opening information in non-centralized areas.

5. The shunting operation safety protection system applicable to both centralized and non-centralized areas as described in claim 4, characterized in that, The ground system also includes a track indicator installed at the turnout location in the non-centralized area; the non-centralized area acquisition and control unit receives track messages from the ground host in the non-centralized area and controls the track indicator to display track information.

6. The shunting operation safety protection system applicable to both centralized and non-centralized areas as described in claim 2, characterized in that, The ground system also includes a satellite differential base station, enabling 4G public network communication and radio communication between the ground host and the vehicle host.

7. The shunting operation safety protection system applicable to both centralized and non-centralized areas as described in claim 1, characterized in that, The ground system also includes a train operation terminal, which is connected to the ground host network to receive and display the code position information of the CTC system / interlocking system, as well as the turnout direction information and locomotive position tracking information of the non-centralized area forwarded by the ground host.

8. The shunting operation safety protection system applicable to both centralized and non-centralized areas as described in claim 7, characterized in that, The terminal interface of the vehicle management terminal displays the station map data according to the overall station area.

9. The shunting operation safety protection system applicable to both centralized and non-centralized areas as described in claim 7, characterized in that, The station code position table adds turnout code positions for non-centralized areas to the end of the interlocking code position table or CTC code position table, and assigns them a unified number; when the ground host transmits information to the train operation terminal and the on-board equipment, it processes the information according to the unified number.

10. The shunting operation safety protection system applicable to both centralized and non-centralized areas as described in claim 4, characterized in that, The vehicle-mounted equipment also includes vehicle-mounted satellite positioning; In the non-centralized area, the ground host continuously tracks the position of the train based on the train satellite positioning coordinates sent by the vehicle-mounted satellite positioning system, the turnout direction information of the non-centralized area sent by the non-centralized area acquisition and control unit, and the wheel crossing information sent by the wheel sensors.

11. A method for shunting operations between centralized and decentralized areas, characterized in that, The method employs a shunting operation safety protection system applicable to both centralized and non-centralized areas as described in any one of claims 1 to 10, the method comprising: Before the train enters the non-centralized area from the centralized area, the ground host is configured with the station map data and station code table. The ground host determines the train's route and target point based on the turnout direction information in the non-centralized area information. The on-board equipment controls the train to enter the non-centralized area directly with a clear head and tail position. When a train enters a centralized area from a non-centralized area, the ground control unit determines the train's route and target point based on the interlocking route information in the centralized area's station information; the onboard equipment monitors the train to directly enter the centralized area when there are clear beginning and end positions.

12. The method for shunting operations between centralized and non-centralized areas as described in claim 11, characterized in that, Before the train moves from the centralized area to the non-centralized area, the ground host computer configures the station map data and the station code position table. The CTC system / interlocking system handles the route from the first signal in the centralized area to the boundary area, and the turnout positioning or reversal in the non-centralized area; wherein, the first signal refers to the signal closest to the shunting train in the direction of travel; The non-centralized area acquisition and control unit acquires the turnout opening information of the non-centralized area and sends this turnout opening information of the non-centralized area to the ground host. The ground host determines the status of the first signal, the turnouts in the centralized area and the turnouts in the non-centralized area based on the locomotive running direction and the turnout opening information in the non-centralized area, and calculates the train running destination to obtain the route information. The onboard host forwards the route information to the LKJ, which displays the position of each turnout and the status of the signal, calculates the corresponding speed limit curve based on the route and the distance to the target point, and controls the train to travel towards the non-concentrated area. The CTC system / interlocking system collects information on the change in occupancy status of the turnout section in the centralized area from occupied to cleared, obtains the turnout section clearing information, and sends this turnout section clearing information to the ground host. The ground host detects the moment when the tail of the train crosses the turnout section based on the turnout section clearance information. It then calculates the length of the train based on the train's satellite positioning coordinates at that moment and the coordinate distance between the train and the insulating joint of the turnout section in the centralized area, and sends the result to the onboard host. The on-board unit is used to recalculate the train speed limit curve based on the route information and the length of the train, and then monitor the train to continue traveling through the boundary area between the concentrated area and the non-concentrated area and enter the non-concentrated area according to this speed limit curve. After the train enters the non-centralized track, the cars are detached and coupled.

13. The method for shunting operations between centralized and non-centralized areas as described in claim 12, characterized in that, Also includes: After the train passes through the boundary area and enters the non-concentrated area, the on-board host continuously calculates the distance between the vehicle and the destination based on the train's satellite positioning coordinates and train length, and prompts the driver. LKJ calculates the speed limit curve based on the distance, and if the train exceeds the speed limit, it will trigger emergency braking.

14. The method for shunting operations between centralized and non-centralized areas as described in claim 12, characterized in that, When a train enters a centralized area from a non-centralized area, the CTC system / interlocking system handles the route from the second signal in the centralized area to the terminal signal; wherein, the second signal is located between the turnout and the boundary area in the centralized area; The non-centralized area acquisition and control unit acquires the turnout opening information of the non-centralized area and sends this turnout opening information of the non-centralized area to the ground host. The ground host determines the status of the turnouts in the non-centralized area, the second signal in the centralized area, and the turnouts in the centralized area based on the locomotive's running direction, calculates the train's destination, and obtains the corresponding route information; the onboard host receives the route information sent by the ground host and forwards it to the LKJ, the LKJ displays the position of each turnout and the status of the signal, calculates the corresponding speed limit curve based on the route and the distance to the target point, and controls the train to travel towards the centralized area; After the train passes the wheel sensors, the ground host determines that the displacement of the train's satellite positioning coordinates exceeds the length of one vehicle. When the wheel sensors no longer generate any information changes, it is considered that the train has left the non-centralized area endpoint. The ground host calculates the length of the vehicle after uncoupling based on the coordinates of the wheel sensors and the train's satellite positioning coordinates, and sends the new vehicle length information to the onboard host. The on-board unit sends the updated vehicle length information to LKJ, and LKJ recalculates the corresponding speed limit curve based on the current satellite positioning coordinates of the train and the vehicle length information. After the ground host determines that the second signal in the centralized area is open, the on-board host controls the train to pass through the boundary area and the second signal to enter the centralized area according to the corresponding speed limit curve, thus completing the operation.

15. The method for shunting operations between centralized and non-centralized areas as described in claim 14, characterized in that, Also includes: When the ground host determines that the second signal is off, the ground host updates the target point to the second signal and sends the new target point to the vehicle host. LKJ calculates the speed limit curve based on the distance to the new target point and implements emergency braking if necessary.

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