CN109515481B

CN109515481B - Circuit and train for automatic switching control power of ATP and LKJ in non-stop mode

Info

Publication number: CN109515481B
Application number: CN201811252437.9A
Authority: CN
Inventors: 杨旭文; 张建明
Original assignee: Traffic Control Technology TCT Co Ltd
Current assignee: Traffic Control Technology TCT Co Ltd
Priority date: 2018-10-25
Filing date: 2018-10-25
Publication date: 2020-11-17
Anticipated expiration: 2038-10-25
Also published as: CN109515481A

Abstract

The embodiment of the invention discloses an ATP and LKJ non-stop automatic switching control right circuit and a train. When the second switch module is conducted with the third input end and the second output end, the first switch module is directly controlled through the ATP, and then switching between the ATP and the KLJ can be achieved. When the ATP is in fault, the fourth input end and the second output end can be directly conducted through the first switch module, and the vehicle is controlled through the LKJ. The ATP controls the second switch module in the process that the train runs in the switching area, switching of the vehicle-mounted control system is achieved under the condition that the train does not stop, compared with manual switching of the vehicle-mounted control system, switching efficiency is improved due to the circuit, and transport efficiency of the train is guaranteed.

Description

Circuit and train for automatic switching control power of ATP and LKJ in non-stop mode

Technical Field

The embodiment of the invention relates to the technical field of switching of train-mounted train control systems, in particular to a circuit for automatically switching control power without stopping an ATP (automatic train protection) and an LKJ (LKJ), and a train.

Background

The existing heavy-load railway line interval signals adopt three-display automatic blocking or four-display automatic blocking, and the vehicle-mounted vehicle control system is an LKJ system. However, in the heavy-load mobile block reconstruction process, part of the reconstruction line is the original three-display or four-display automatic block, and the other part of the reconstruction line is the mobile block, so that the reconstructed locomotive not only needs to be provided with ATP adaptive to the mobile block, but also needs to keep the original LKJ system adaptive to the three-display or four-display automatic block. The vehicle-mounted ATP of the mobile block system and the existing LKJ system control the locomotive at different time, and the double systems face the problems of control right switching and the like.

In the process of implementing the embodiment of the present invention, the inventor finds that in order to implement automatic control right switching without stopping for ATP and LKJ, it is necessary to provide a hardware device capable of automatically switching control rights, so as to improve switching efficiency and ensure transportation efficiency of a train.

Disclosure of Invention

The invention aims to solve the problem that in order to realize automatic control right switching without stopping for ATP and LKJ, a hardware device capable of automatically switching control rights is required to be provided so as to improve switching efficiency and ensure the transportation efficiency of a train.

In view of the above technical problems, an embodiment of the present invention provides a circuit for automatically switching control power without stopping an ATP and an LKJ, including a first switch module and a second switch module arranged between a vehicle-mounted vehicle control system and a vehicle interface of a train, where the vehicle-mounted vehicle control system includes the ATP and the LKJ;

the first switch module comprises a first input connected to the ATP, a second input connected to the LKJ, and a first output, and the second switch module comprises a third input connected to the first output, a fourth input connected to the LKJ, and a second output connected to the vehicle interface;

wherein the first switching module is controlled by the ATP to conduct with the ATP or the LKJ, and the vehicle interface is controlled by the second switching module to conduct with the first switching module or the LKJ.

Optionally, the first switch module comprises a relay controlled by the ATP, the first input terminal is connected to a first contact of the relay, the second input terminal is connected to a second contact of the relay, and the first output terminal is connected to a contact of the relay;

the second switch module comprises a switch K1 and a switch K2, the switch K1 connects the third input terminal and the second output terminal, and the switch K2 connects the fourth input terminal and the second output terminal.

Optionally, the method further comprises:

if the train is about to drive into the section supporting the ATP in the route as the vehicle-mounted control system, before the train enters a set switching area for switching the vehicle-mounted control system, the contact in the first switch module is connected with the second contact, a switch K1 in the second switch module is closed, and a switch K2 is opened;

after the train drives into the switching area, the ATP controls the contact to be connected with the first contact, and the vehicle-mounted train control system is switched to the ATP;

the switching area is arranged in a section of the line supporting ATP as a vehicle-mounted vehicle control system.

Optionally, the method further comprises:

if the train is about to enter a line, only LKJ is supported as a section of the vehicle-mounted control system, before a set switching area for switching the vehicle-mounted control system is entered, the contact in the first switch module is connected with the first contact, a switch K1 in the second switch module is closed, and a switch K2 is opened;

and after the train enters the switching area, the ATP controls the contact to be connected with the second contact, and the vehicle-mounted train control system is switched to LKJ.

Optionally, the method further comprises:

and if the information that the ATP cannot control the vehicle due to the fault is received, the switch K1 in the second switch module is opened, the switch K2 is closed, and the LKJ is used as a vehicle-mounted vehicle control system.

Optionally, after the train enters the switching area, the ATP controls the contact to connect to the first contact, so as to switch the vehicle control system to the ATP, including:

after a train enters a switching area, the ATP acquires the current speed of the train according to the LKJ, whether the current speed of the train is higher than the train speed limit determined by the ATP is judged, if yes, first prompt information that the current speed of the train is higher than the train speed limit determined by the ATP and the speed of the train needs to be controlled under the train speed limit determined by the ATP is sent, and after the speed of the train is determined to be lower than the train speed limit determined by the ATP according to the LKJ, the ATP controls the contact to be connected with the first contact, and a vehicle-mounted train control system is switched to the ATP.

Optionally, after the train enters the switching area, the ATP controls the contact to connect to the second contact to switch the vehicle-mounted train control system to the LKJ, including:

after the train enters the switching area, the ATP acquires the train speed limit determined by the LKJ, the ATP judges whether the current speed of the train is higher than the train speed limit determined by the LKJ, if so, second prompt information is sent, the current speed of the train is higher than the train speed limit determined by the LKJ, the train speed needs to be controlled under the train speed limit determined by the LKJ, and after the speed of the train is lower than the train speed limit determined by the LKJ, the ATP controls the contact to be connected with the second contact, so that the vehicle-mounted train control system is switched to the LKJ.

Optionally, the ATP and the LKJ use an RS-422 interface to periodically perform information interaction via a standard RSSP-1 protocol.

The embodiment provides a train, which comprises a circuit for automatically switching the control right between the ATP and the LKJ without stopping.

The embodiment of the invention provides an ATP and LKJ non-stop automatic control right switching circuit and a train. When the second switch module is conducted with the third input end and the second output end, the first switch module is directly controlled through the ATP, and then switching between the ATP and the KLJ can be achieved. When the ATP is in fault, the fourth input end and the second output end can be directly conducted through the first switch module, and the vehicle is controlled through the LKJ. The ATP controls the second switch module in the process that the train runs in the switching area, switching of the vehicle-mounted control system is achieved under the condition that the train does not stop, compared with manual switching of the vehicle-mounted control system, switching efficiency is improved due to the circuit, and transport efficiency of the train is guaranteed.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.

Fig. 1 is a schematic structural diagram of a circuit for automatically switching control power between ATP and LKJ without stopping a vehicle according to an embodiment of the present invention;

fig. 2 is a schematic circuit diagram of a specific ATP and LKJ non-stop automatic switching control power according to another embodiment of the present invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

The method for automatically switching the control right without stopping the train of the ATP (automatic train protection system) and the LKJ (train operation control recording system) is usually applied to the process of modifying a train operation line. Before the train running line is modified, the automatic blocking of three-display or four-display is adopted for the section signal of the train running line, and the LKJ is used as a vehicle-mounted train control system to support the train to run. In the process of modifying the line, automatic blocking and moving blocking coexist in the line, namely, sections which support both LKJ and ATP as the vehicle-mounted vehicle control system exist in the line, and sections which support only LKJ as the vehicle-mounted vehicle control system also exist in the line. Therefore, in the line reconstruction process, the train can switch the vehicle-mounted train control system to the ATP in a section which supports both the LKJ and the ATP as the vehicle-mounted train control system, and switch the vehicle-mounted train control system to the LKJ in a section which does not support the ATP. In order to ensure that the normal operation of the train is not affected by the switching of the vehicle-mounted train control system, the embodiment provides the circuit for automatically switching the control right without stopping the train, and the switching of the vehicle-mounted train control system is performed through the circuit to avoid the train stopping in the control right switching process, so that the train operation efficiency is improved.

Fig. 1 is a schematic structural diagram of a circuit for automatically switching control power between ATP and LKJ without stopping according to this embodiment, and referring to fig. 1, the circuit includes a first switch module and a second switch module that are disposed between an on-vehicle control system and a vehicle interface of a train, where the on-vehicle control system includes ATP and LKJ;

the first switch module comprises a first input 101 connected to the ATP, a second input 102 connected to the LKJ, and a first output 103, and the second switch module comprises a third input 104 connected to the first output 103, a fourth input 105 connected to the LKJ, and a second output 106 connected to the vehicle interface;

The circuit provided by the embodiment is used for switching the control right of the vehicle-mounted control system of the train. When a train enters a route after being modified to support the ATP as a section of the vehicle-mounted train control system, the ATP can be used for controlling the vehicle-mounted train control system to be automatically switched from the current LKJ to the ATP under the condition of no stopping through the circuit provided by the embodiment. Similarly, when the train enters the train running route and only supports the LKJ as the section of the vehicle-mounted train control system, the ATP control can switch the current ATP to the LKJ through the circuit provided by the embodiment.

The specific structures of the first switch module and the second switch module are not limited in this embodiment, and it is within the protection scope of the present application as long as the first switch module and the second switch module are used for realizing the control of the ATP for switching the vehicle-mounted control system and the manual control of the vehicle-mounted control system.

The embodiment provides a circuit for automatically switching control power between ATP and LKJ without stopping a vehicle, which comprises a first switch module and a second switch module, wherein the second switch module is controlled by ATP. When the second switch module is conducted with the third input end and the second output end, the first switch module is directly controlled through the ATP, and then switching between the ATP and the KLJ can be achieved. When the ATP is in fault, the fourth input end and the second output end can be directly conducted through the first switch module, and the vehicle is controlled through the LKJ. The ATP controls the second switch module in the process that the train runs in the switching area, switching of the vehicle-mounted control system is achieved under the condition that the train does not stop, compared with manual switching of the vehicle-mounted control system, switching efficiency is improved due to the circuit, and transport efficiency of the train is guaranteed.

Further, fig. 2 is a schematic diagram of a specific circuit structure of the ATP and LKJ non-stop automatic switching control right provided by this embodiment, referring to fig. 2, on the basis of the above embodiment, the first switch module includes a relay K0 controlled by the ATP, the first input terminal 101 is connected to a first contact of the relay K0, the second input terminal 102 is connected to a second contact of the relay K0, and the first output terminal 103 is connected to a contact of the relay K0;

the second switch module comprises a switch K1 and a switch K2, the switch K1 connects the third input terminal 104 and the second output terminal 106, and the switch K2 connects the fourth input terminal 105 and the second output terminal 106.

Normally, the on and off of the switch K1 and the switch K2 in the first switch module are manually controlled. As shown in fig. 2, the circuit provided in this embodiment includes 1 set of manual switches and 1 set of ATP-controllable automatic switches. When the vehicle-mounted control system ATP works normally, the manual change-over switch is switched to an automatic state (the switch K1 is closed, the switch K2 is disconnected), and the ATP or the output switching value of the LKJ is output to the vehicle by the state of the ATP control relay K0. When the vehicle-mounted control system ATP is in fault, the manual change-over switch is switched to a non-automatic state (the switch K1 is switched off, and the switch K2 is switched on), and the LKJ is used as the vehicle-mounted control system.

The embodiment provides a circuit for automatically switching control power without stopping an ATP (automatic train protection) and an LKJ (LKJ), so that switching is completed in a non-stopping mode under a normal switching state of an on-board ATP (automatic train protection) device and an LKJ device, and meanwhile, a train control system manually switched under a stopping state is supported. When the moving block vehicle carries ATP control, all signals output to the vehicle by the LKJ device are isolated. When the LKJ system is used for controlling the vehicle, all signals output to the vehicle by the vehicle-mounted ATP device are isolated.

In the line modification process, the whole line supports the original LKJ as the vehicle-mounted vehicle control system, so that the switching area for switching the vehicle-mounted vehicle control system is positioned in the mobile blocking section in the line, namely the switching area is positioned in the section which supports both the LKJ and the ATP as the vehicle-mounted vehicle control system.

Further, on the basis of the above embodiments, the method further includes:

Specifically, when a driver drives a train to run from an area controlled by an LKJ device to an area controlled by an ATP device, a manual change-over switch is required to be turned to an automatic state (K1 is closed and K2 is disconnected) at first, an LKJ vehicle control is selected through a human-computer interaction interface, an ATP control K0 is turned to a 2-position, and the LKJ vehicle control is carried out at the moment. When the train is in an LKJ and ATP switching area, the ATP equipment and the LKJ equipment complete the function switching of the control train, at the moment, the ATP control K0 switch is turned to the position 1, the LKJ output is isolated, and the ATP starts to take effect on the signal output by the train.

Further, on the basis of the above embodiments, the method further includes:

Specifically, when a driver drives a train to move from an area controlled by the ATP equipment to an area controlled by the LKJ equipment, a manual change-over switch is required to be turned to an automatic state (K1 is closed and K2 is opened), the ATP control train is selected through a man-machine interaction interface, the ATP control K0 is turned to a 1 position, and the ATP controls the train. When the train is in an ATP and LKJ switching area, the ATP equipment and the LKJ equipment complete the function switching of the control train, at the moment, the ATP control K0 switch is turned to the 2 position, the ATP output is isolated, and the LKJ starts to take effect on a signal output by the train.

The embodiment provides a circuit for automatically switching control power between ATP and LKJ without stopping, and the automatic switching of a vehicle-mounted vehicle control system is realized by controlling a first switch module through ATP.

Further, on the basis of the above embodiments, the method further includes:

Because the CBTC transformation of the whole line is not finished, when a driver finds that the vehicle-mounted ATP is in fault or does not want to control the vehicle by the ATP any more, the manual change-over switch is switched to the LKJ state (K1 is disconnected and K2 is closed), and the ATP works in an isolation mode at the moment and is controlled by the LKJ.

The embodiment provides a circuit for automatically switching control power between ATP and LKJ without stopping, and when an ATP fault occurs, the LKJ controls the train to ensure normal operation of the train.

Further, in each of the above embodiments, the ATP control the contact to connect to the first contact to switch the vehicle control system to the ATP after the train enters the switching area includes:

Because ATP and LKJ adopt different speed measuring equipment to measure the speed of the train, and the calculation methods of the speed curves calculated by ATP and LKJ are different, the speed limit of the train calculated by LKJ and ATP is different. In the process of switching the LKJ to the ATP, the speed of the train needs to be made smaller than the train speed limit calculated from the ATP, and in the process of switching the ATP to the LKJ, the speed of the train needs to be made smaller than the train speed limit calculated from the LKJ. The ATP and the LKJ determine the train speed limit after the train switching based on the current speed of the train and the speed limit specified by the road section on which the train travels. For example, the LKJ sets the train speed limit determined by the LKJ based on the train route specified by the road segment where the train is located, and the ATP sets the train speed limit based on the current speed of the train, the speed limit specified by the road segment where the train is located, and the road condition in front of the train, which is not specifically limited in this embodiment.

After the ATP sends the first prompt information, the driver decelerates the train according to the first prompt information, so that the speed of the train is smaller than the train speed limit calculated by the LKJ, and the condition that the vehicle-mounted train control system is switched from the LKJ to the ATP is met.

Specifically, when the train control system is switched from LKJ to ATP, the vehicle-mounted ATP checks whether the current speed is higher than the vehicle-mounted ATP calculation speed limit, and when the current speed of the train is higher than the ATP calculation speed limit, a driver is prompted to reduce the speed to be lower than the ATP calculation speed limit, and then switching is carried out.

The embodiment provides a circuit for automatically switching the control right between the ATP and the LKJ without stopping, and the switching from the LKJ to the ATP is only carried out when the train speed is less than the train speed limit determined by the ATP, so that the driving safety switched by a vehicle-mounted vehicle control system is ensured.

Further, in each of the above embodiments, the ATP control the contact to connect to the second contact and switch the in-vehicle train control system to the LKJ after the train enters the switching area includes:

Specifically, when the vehicle control system wants to switch from the vehicle-mounted ATP to the LKJ, the vehicle-mounted ATP checks the ATP calculation speed limit and the LKJ system speed limit, when the vehicle-mounted ATP speed limit is higher than the LKJ calculation speed limit, a driver is prompted to reduce the speed to be lower than the LKJ calculation speed limit, then switching is carried out, and the overspeed brake of the train in the switching process is prevented.

The embodiment provides a circuit for automatically switching control power between an Automatic Train Protection (ATP) and an automatic train protection (LKJ) without stopping, switching from the ATP to the LKJ is only carried out when the train speed is less than the train speed limit determined by the LKJ, and the driving safety switched by a vehicle-mounted vehicle control system is ensured.

Further, on the basis of the above embodiments, the ATP and the LKJ use an RS-422 interface, and periodically perform information interaction through a standard RSSP-1 protocol.

In order to ensure that the train is overspeed due to sudden switching when the speed limits calculated by the vehicle-mounted ATP and the LKJ are different, data interaction needs to be carried out between the two devices periodically, and the running safety of the train is ensured when the system is switched.

The vehicle-mounted ATP and LKJ system adopts a standard RS-422 interface and uses a standard RSSP-1 protocol. Because the speed measuring equipment is different, the current speeds of the two trains are possibly different, and the vehicle-mounted ATP needs to inform the LKJ system of the ATP calculation speed limit, the current speed of the train and the switching of the control right. The LKJ system needs to inform the vehicle-mounted ATP whether the LKJ calculated speed limit, the current speed of the train and the control right are handed over or not.

The embodiment provides a circuit for automatically switching control power without stopping an ATP and an LKJ, wherein the ATP and the LKJ periodically carry out information interaction, overspeed during switching caused by difference of ATP and LKJ speed measurement or calculation is avoided, and safety of a vehicle-mounted vehicle control system switching process is improved.

The invention provides a circuit for automatically switching control power without stopping ATP and LKJ, which meets the requirement of automatically switching control power without stopping. Through reasonable interfaces of the vehicle-mounted ATP and the LKJ equipment and reasonable input and output interfaces from the vehicle-mounted ATP and the LKJ to the vehicle, when a crew drives a train to switch regional lines through a three-display or four-display automatic blocking system and a mobile blocking system, the vehicle-mounted train control system can realize switching without stopping or over speeding. In addition, reasonable input and output interfaces ensure that the LKJ equipment and the vehicle interface are not influenced when the newly added mobile vehicle-mounted ATP carries out input and output.

In another aspect, the present embodiment provides a train, including the circuit for automatically switching the control right between ATP and LKJ without stopping the train.

The embodiment provides a train, which comprises a circuit for automatically switching control power between ATP and LKJ without stopping, wherein the circuit comprises a first switch module and a second switch module, and the second switch module is controlled by ATP. When the second switch module is conducted with the third input end and the second output end, the first switch module is directly controlled through the ATP, and then switching between the ATP and the KLJ can be achieved. When the ATP is in fault, the fourth input end and the second output end can be directly conducted through the first switch module, and the vehicle is controlled through the LKJ. The ATP controls the second switch module in the process that the train runs in the switching area, switching of the vehicle-mounted control system is achieved under the condition that the train does not stop, compared with manual switching of the vehicle-mounted control system, switching efficiency is improved due to the circuit, and transport efficiency of the train is guaranteed.

Finally, it should be noted that: the above embodiments are only used for illustrating the technical solutions of the embodiments of the present invention, and are not limited thereto; although embodiments of the present invention have been described in detail with reference to the foregoing embodiments, those skilled in the art will understand that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A circuit for automatically switching control power between ATP and LKJ without stopping is characterized by comprising a first switch module and a second switch module which are arranged between a vehicle-mounted vehicle control system and a vehicle interface of a train, wherein the vehicle-mounted vehicle control system comprises the ATP and the LKJ;

wherein the first switching module is controlled by the ATP to conduct with the ATP or the LKJ and the vehicle interface is controlled by the second switching module to conduct with the first switching module or the LKJ;

the first switch module comprises a relay controlled by the ATP, the first input end is connected with a first contact of the relay, the second input end is connected with a second contact of the relay, and the first output end is connected with a contact of the relay;

2. The circuit for non-stop automatic control power switching between ATP and LKJ of claim 1, further comprising:

3. The circuit for non-stop automatic control power switching between ATP and LKJ of claim 2, further comprising:

4. The circuit for non-stop automatic control power switching between ATP and LKJ of claim 1, further comprising:

5. The ATP and LKJ non-stop automatic switching control right circuit according to claim 3, wherein after a train enters a switching area, the ATP controls the contact to be connected with the first contact to switch the vehicle-mounted control system to the ATP, and the ATP comprises:

6. The ATP and LKJ non-stop automatic control right switching circuit according to claim 5, wherein after a train enters a switching area, the ATP controls the contact to be connected with the second contact to switch the vehicle-mounted control system to LKJ, and the circuit comprises:

7. The circuit for automatically switching control power between an ATP and an LKJ without stopping a vehicle according to claim 1, wherein the ATP and the LKJ use an RS-422 interface to periodically perform information interaction through a standard RSSP-1 protocol.

8. A train comprising circuitry for automatically switching control of the ATP and LKJ non-stop system according to any of claims 1-7.