WO2021233479A1 - 一种可以高效调车的车载设备及其方法 - Google Patents

一种可以高效调车的车载设备及其方法 Download PDF

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Publication number
WO2021233479A1
WO2021233479A1 PCT/CN2021/102921 CN2021102921W WO2021233479A1 WO 2021233479 A1 WO2021233479 A1 WO 2021233479A1 CN 2021102921 W CN2021102921 W CN 2021102921W WO 2021233479 A1 WO2021233479 A1 WO 2021233479A1
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WIPO (PCT)
Prior art keywords
shunting
bridge
vehicle
mode
equipment
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PCT/CN2021/102921
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English (en)
French (fr)
Inventor
陈志强
张友兵
王建敏
张国振
于晓娜
鲍鹏宇
孟凡勇
赵山河
曾晶晶
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北京全路通信信号研究设计院集团有限公司
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Application filed by 北京全路通信信号研究设计院集团有限公司 filed Critical 北京全路通信信号研究设计院集团有限公司
Priority to EP21759005.8A priority Critical patent/EP3943362A4/en
Publication of WO2021233479A1 publication Critical patent/WO2021233479A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0063—Multiple on-board control systems, e.g. "2 out of 3"-systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0072—On-board train data handling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0062—On-board target speed calculation or supervision
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/009—On-board display devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B61L2027/202—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using European Train Control System [ETCS]

Definitions

  • the invention belongs to the field of train control, and particularly relates to an on-board equipment and a method capable of efficiently shunting trains.
  • the on-board equipment at one end is in shunting mode, and the on-board equipment at the other end is in a power-off state.
  • the driver operates the train at the end of the shunting mode. After the shunting is completed, the driver powers off the on-board equipment at the local end. Then, the driver comes to the other end of the train, powers on the on-board equipment at this end, and enters the shunting mode by operating the on-board equipment to continue the shunting operation.
  • the present invention provides an on-vehicle device and a method for efficiently shunting vehicles, which greatly improves the efficiency of shunting.
  • a vehicle-mounted equipment that can efficiently shunt trains includes a train interface unit, a vehicle-mounted main control unit, a speed and distance measurement unit, a track circuit information receiving unit, a human-machine interface unit, a judicial recording unit, a wireless transmission unit, a transponder receiving unit, and a human-machine Interface;
  • the on-board equipment is set in the train cab, the on-board equipment communicates with the driver's platform of the train cab through the train interface unit;
  • the on-board main control unit communicates with the man-machine interface through the man-machine interface unit;
  • the on-board equipment has a shunting mode and passive There are two modes of shunting mode.
  • the on-board main control unit can determine whether the train is transferred to shunting mode or passive shunting mode according to the current train mode, received train interface information and ground information; when the on-board equipment is in passive shunting mode In the mode, the driver activates the bridge and the on-board equipment directly switches to the shunting mode.
  • the driver's platform is provided with a continue shunting button that can continue shunting after the driver's platform is closed; when the train provides a passive shunting permission signal to the on-board equipment and the on-board equipment is in shunting mode, after the driver presses the continue shunting button, The bridge is closed and the on-board equipment enters the passive shunting mode.
  • the on-board equipment can be one set or two sets. When the on-board equipment is one set, the on-board equipment communicates with bridge A and bridge B at both ends of the train; when the driver passes through the activated bridge A or the activated bridge B can alleviate the braking of the train, and the train will always give a passive shunting permission signal to the on-board equipment.
  • the on-board equipment When the driver performs shunting operations on bridge A, the on-board equipment is in shunting mode; after the driver completes the shunting operations on bridge A, he presses the continue shunting button on bridge A to continue shunting after closing the bridge, and Turn off bridge A and the on-board equipment enters passive shunting mode; when the driver comes to bridge B and activates bridge B, the on-board equipment immediately switches to shunting mode and continues to perform shunting tasks; the driver finishes shunting on bridge B After the operation, press the Continue Shunting button on the bridge B to continue the shunting after closing the bridge, and close the bridge B, the on-board equipment enters the passive shunting mode again; the driver can make adjustments on the bridge A and bridge B respectively. Car operation.
  • on-board equipment A communicates with the bridge A at one end of the train
  • on-board equipment B communicates with the bridge B at the other end of the train; when the driver passes
  • the activated bridge A or the activated bridge B can alleviate the braking of the train, the train always gives a passive shunting permission signal to the on-board equipment.
  • the driver performs the shunting operation on the bridge A
  • the on-board equipment A enters the shunting mode; the driver finishes the shunting operation on the bridge A, and presses the continue shunting button that can continue shunting after closing the bridge on the bridge A.
  • on-board equipment A After closing bridge A, on-board equipment A enters passive shunting mode; when the driver performs shunting operations on bridge B, on-board equipment B enters shunting mode, and the driver performs shunting operations on bridge B, and then on bridge B Press the continue shunting button to continue shunting after closing the bridge.
  • the on-board equipment B After closing the bridge B, the on-board equipment B enters the passive shunting mode; the driver can take turns in the bridge A and bridge B to perform shunting operations.
  • vehicle-mounted equipment A or vehicle-mounted equipment B When vehicle-mounted equipment A or vehicle-mounted equipment B is in passive shunting mode, the driver activates the corresponding bridge A or bridge B, then vehicle-mounted equipment A Or vehicle-mounted device B enters the shunting mode; 2) When vehicle-mounted device A or vehicle-mounted device B is in a power-off state, turn on the power switch of the corresponding vehicle-mounted device A or vehicle-mounted device B, power it on, and start the corresponding vehicle Device A or vehicle-mounted device B, and then the driver operates the vehicle-mounted device to enter the shunting mode.
  • the driver presses the shunting button on the human-machine interface DMI, and the on-board equipment automatically switches to the shunting mode.
  • the driver presses the shunt button on the man-machine interface when the vehicle is parked, and the on-board equipment sends a shunting request to the ground equipment radio block center RBC. If the RBC determines that the train is in the allowed shunting area, then Reply to the vehicle-mounted equipment allowing shunting information, and the vehicle-mounted equipment will automatically switch to the shunting mode; if the RBC determines that the train is not in the shunting area, it will reply to the vehicle-mounted equipment with a rejection of shunting information, and the vehicle-mounted equipment cannot switch to the shunting mode.
  • the on-board equipment monitors the allowable speed of the shunting roof to ensure that the train runs at a speed that does not exceed the allowable speed of the shunting roof.
  • the on-board equipment applies brakes.
  • the on-board equipment is in the shunting mode, if the on-board equipment cannot receive the passive shunting permission signal from the train, or the driver does not press the continue shunting button on the activated bridge, or the driver does not turn off the activated bridge, then After the on-board equipment exits the shunting mode, it will switch to the standby mode. In this mode, the on-board equipment will always brake the train and not allow the train to move.
  • the conditions for the on-board equipment to switch from the shunting mode to the passive shunting mode are: 1) The on-board equipment is in the shunting mode; 2) The on-board equipment receives the passive shunting permission signal from the train; 3) The driver presses all the signals on the active bridge. The continue shunting button; 4) The driver turns off the activated bridge; when the above four conditions are met, the on-board equipment connected to the bridge switches from the shunting mode to the passive shunting mode.
  • the conditions for the on-board equipment to switch from the passive shunting mode to the shunting mode are: 1) The on-board equipment is in the passive shunting mode; 2) The on-board equipment does not receive the "stop shunting after opening the bridge" message; 3) The driver activates the bridge ; When the above three conditions are met, the on-board equipment connected to the bridge will switch from passive shunting mode to shunting mode.
  • the vehicle-mounted equipment has a shunting mode and a passive shunting mode.
  • the driver activates the bridge and the vehicle-mounted equipment directly enters the shunting mode, which can immediately perform shunting operations, saving
  • the process of powering on the on-board equipment and the process of entering the shunting mode are greatly improved.
  • the train is equipped with only one set of on-board equipment to realize this kind of efficient shunting operation, which can save cost and installation space.
  • Figure 1 shows the structure diagram of the vehicle-mounted equipment capable of efficiently shunting according to the present invention
  • Fig. 2 shows an arrangement diagram of equipment according to Embodiment 1 of the present invention
  • Fig. 3 shows a schematic diagram of a train set in which multiple trains are connected in series according to Embodiment 1 of the present invention.
  • Fig. 4 shows a layout diagram of equipment according to Embodiment 2 of the present invention.
  • on-board equipment that can efficiently shunt trains includes train interface unit, on-board main control unit, speed and distance measurement unit, track circuit information receiving unit, man-machine interface unit, judicial record unit, wireless transmission unit, and transponder information
  • the bridge provides the on-board equipment with the position of the direction handle, the position of the traction handle, the activation state of the bridge, the state of the brake command, the shunting permission signal after the bridge is closed, the passive shunting permission signal, and the on-board equipment outputs the brake command and over-phase to the train Command, excessive phase selection information.
  • the on-board equipment has a passive shunting function, which can realize the efficient execution of shunting operations; the train provides passive shunting permission signals to the on-board equipment; the bridge is equipped with a continue shunting button to continue shunting after the bridge is closed. After the driver presses this button , Send to the vehicle-mounted equipment the information to continue shunting after turning off the bridge.
  • This information is one of the conditions for the vehicle-mounted equipment to switch to the passive shunting mode. This information is valid for one time. When the vehicle-mounted equipment is switched to the passive shunting mode, the information is invalid.
  • the train In order to support the passive shunting function of on-board equipment to efficiently perform shunting operations, the train also needs to provide passive shunting permission signals to the on-board equipment. Vehicle-mounted equipment always gives passive shunting permission signals.
  • the on-board main control unit of the on-board equipment determines whether the train is transferred to the shunting mode and the passive shunting mode according to the current train mode, the received train interface information and the ground information, so as to ensure the safety of the train.
  • the driver presses the shunting button on the human-machine interface DMI, and the on-board equipment automatically switches to the shunting mode.
  • the driver presses the shunt key on the man-machine interface when the vehicle is parked, and the on-board equipment sends a shunting request to the ground equipment radio block center RBC.
  • the RBC determines that the train is in the permitted shunting area
  • the vehicle-mounted equipment replies with the permission of shunting information
  • the vehicle-mounted equipment will automatically switch to the shunting mode; when the RBC determines that the train is not in the shunting area, it will reply to the vehicle-mounted equipment with a refusal to shunt information, and the vehicle-mounted equipment cannot switch to the shunting mode.
  • the on-board equipment monitors the permissible speed of the shunting mode ceiling.
  • the driver can drive the train to run at a speed that does not exceed the permissible speed of the shunting mode ceiling. If the train speed exceeds the shunting mode ceiling allowable speed, the on-board equipment applies brakes to ensure driving Safety.
  • trains generally perform shunting operations in stations, delimit permitted shunting areas within the stations, install transponders at the boundaries of shunting areas, and provide shunting hazard information to on-board equipment through the transponders.
  • the on-board equipment receives shunting hazard information from the ground, the on-board equipment applies emergency braking to prevent the train from entering the area where shunting is not allowed.
  • the conditions for the on-board equipment to switch to passive shunting mode are: 1) On-board equipment is currently in shunting mode; 2) On-board equipment can receive passive shunting permission signals from the train; 3) The driver presses on the active bridge to turn off the bridge Then continue to shunt the car to continue the shunting button; 4) The driver closes the activated bridge.
  • the on-board equipment connected to the bridge will switch from the shunting mode to the passive shunting mode.
  • the conditions for the on-board equipment to switch from the passive shunting mode to the shunting mode are: 1) The on-board equipment is currently in the passive shunting mode; 2) The on-board equipment does not receive the “stop shunting after opening the bridge” message; 3) The driver activates driving tower. When the above three conditions are met, the on-board equipment connected to the bridge will switch from passive shunting mode to shunting mode.
  • the general process for the on-board equipment to switch from the shunting mode to the passive shunting mode is: 1) The on-board equipment is currently in the shunting mode, and the driver drives the train to complete the shunting operation and stop; 2) The vehicle always gives the on-board equipment “passive shunting" “Allowed signal” is to meet the allowable conditions for giving “passive shunting permission signal”; 3) If the driver expects to use the bridge for shunting operations later, he can continue the shunting after the bridge is pressed to close the bridge Press the shunt button, the on-board equipment will collect the signal of "continue shunting after closing the bridge". When the driver closes the bridge, the on-board equipment will automatically switch to passive shunting mode.
  • the on-board equipment is currently in shunting mode. If the on-board equipment cannot receive the passive shunting permission signal from the train, or the driver does not press the continue shunting button on the activated bridge to continue shunting after closing the bridge, the driver turns off the activated driving After the station, the on-board equipment will not switch to the passive shunting mode, but into the standby mode. In this mode, the on-board equipment will always brake the train and not allow the train to move.
  • the vehicle-mounted equipment may be one set or two sets.
  • the shunting method when a set of on-board equipment is installed on the train is shown in Figure 2.
  • the on-board equipment is connected to both bridge A and bridge B.
  • the driver passes through the activated bridge A or the activated bridge B can alleviate the brake of the train, and the train always gives the passive shunting permission signal to the on-board equipment.
  • the driver performs shunting operations on bridge A, and the on-board equipment is in shunting mode. After the driver completes the shunting operation on the bridge A, presses the continue shunting button on the bridge A, and closes the bridge A, the on-board equipment enters the passive shunting mode.
  • the driver comes to bridge B. Since the on-board equipment is already in passive shunting mode, the driver activates bridge B, and the on-board equipment immediately switches to shunting mode and continues to perform shunting tasks. After the driver completes the shunting operation on the bridge B, presses the continue shunting button on the bridge B, and closes the bridge B, the on-board equipment enters the passive shunting mode.
  • the driver returns to bridge A. Since the on-board equipment is already in passive shunting mode, the driver activates bridge A, and the on-board equipment immediately switches to shunting mode and continues to perform shunting tasks.
  • the two trains have no electrical connection, only mechanical connection. If the traditional shunting mode is used for shunting operations, one train can enter the shunting mode, and the on-board equipment of the other train can only be in isolation mode (that is, to isolate the entire on-board equipment, which is equivalent to the train without on-board equipment and no on-board equipment Monitoring function), otherwise the on-board equipment of the train will always apply braking commands to the train, causing the entire train set to be unable to move. However, after the passive shunting mode is added, one train enters the shunting mode, and the other train can enter the passive shunting mode.
  • the on-board equipment that enters the passive shunting mode does not apply brakes to the train, allowing the train to move, and the entire train group can proceed freely. After shunting and activating the bridge, the on-board equipment can directly switch from the passive shunting mode to the shunting mode, eliminating the need for the on-board equipment to power up and enter the shunting mode.
  • the new shunting method solves the traditional The problem that cannot be solved by the shunting method can not only ensure safety (with the on-board equipment monitoring function in shunting mode), but also have higher driving efficiency.
  • FIG. 4 The shunting method when two sets of on-board equipment are installed on the train is shown in Figure 4.
  • the train is equipped with two sets of on-board equipment.
  • On-board equipment A is connected to bridge A
  • on-board equipment B is connected to bridge B.
  • Both the bridge A or the activated bridge B can alleviate the brake of the train, and the train always gives a passive shunting permission signal to the on-board equipment.
  • the driver performs shunting operations on the bridge A, the vehicle-mounted device A is in the shunting mode, and the vehicle-mounted device B is in a power-off state (assuming that the vehicle-mounted device B was originally in a power-off state to describe the complete process. If the on-board device B was originally in passive shunting Mode, the process of entering the shunting mode first and then entering the passive shunting mode is omitted). After the driver completes the shunting operation on the bridge A, presses the continue shunting button on the bridge A, and closes the bridge A, and the on-board equipment A enters the passive shunting mode.
  • the driver comes to the bridge B, powers on the vehicle-mounted device B (turn on the power switch of the vehicle-mounted device), and the vehicle-mounted device B enters the working state.
  • the driver selects the shunting mode and enters the shunting mode, and the driver drives the train to continue execution Tuning task.
  • the driver performs the shunting operation in the shunting area, and the driver personally judges whether the shunting operation is completed at the local end.
  • the driver completes the shunting operation on the bridge B, presses the continue shunting button on the bridge B, and closes the bridge B, the on-board equipment B enters the passive shunting mode.
  • the driver comes to bridge A. Since the vehicle-mounted device A is already in the passive shunting mode, the driver activates the bridge A, and the vehicle-mounted device A immediately switches to the shunting mode and continues to perform the shunting task. After the driver completes the shunting operation on the bridge A, presses the continue shunting button on the bridge A, and closes the bridge A, and the on-board equipment A enters the passive shunting mode.
  • the driver comes to bridge B. Since the vehicle-mounted device B is already in the passive shunting mode, the driver activates the bridge B, and the vehicle-mounted device B immediately switches to the shunting mode and continues to perform the shunting task.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

一种能够高效调车的车载设备及方法，车载设备具备调车模式和被动调车模式，在车载设备处于被动调车模式时，司机激活驾驶台，车载设备直接进入调车模式，可以立即进行调车作业，节省了车载设备上电和进入调车模式的过程，提高了工作效率。

Description

一种可以高效调车的车载设备及其方法 技术领域
本发明属于列车控制领域，特别涉及一种可以高效调车的车载设备及其方法。
背景技术
现有的高铁列车，在调车过程中，一端车载设备处于调车模式，另一端车载设备处于断电状态。司机在处于调车模式的这一端操作列车，完成调车后，司机给本端的车载设备断电。然后，司机来到列车的另一端，给这一端的车载设备上电，并通过操作让车载设备进入调车模式，继续进行调车作业。每次司机去列车另一端继续调车作业时，都要执行车载上电过程和进入调车模式过程，耗费较多时间。当调车作业比较复杂时，还需要司机反复在列车两端执行调车作业，并多次执行车载设备上电过程和进入调车模式过程，进而耗费更多时间。显然现有的调车操作行车效率低下，还长时间占用轨道资源，进一步增加列车运行成本。
发明内容
针对上述问题，本发明提供了一种可以高效调车的车载设备及其方法，极大提高调车效率。
一种可以高效调车的车载设备包括列车接口单元、车载主控单元、测速测距单元、轨道电路信息接收单元、人机接口单元、司法记录单元、无线传输单元、应答器接收单元、人机界面；车载设备设置于列车驾驶室，车载设备通过所述列车接口单元与列车驾驶室的驾驶台通信；车载主控单元通过人机接口单元与人机界面通信；车载设备具有调车模式和被动调车模式两种模式，车载主控单元可根据列车当前模式、收到的列车接口信息 和地面信息，确定列车是否转入调车模式或被动调车模式；在所述车载设备处于被动调车模式时，司机激活驾驶台，车载设备直接转入调车模式。
驾驶台上设置有关闭驾驶台后可继续调车的继续调车按钮；当列车向车载设备提供被动调车允许信号，且车载设备处于调车模式时，司机按压所述继续调车按钮后，驾驶台关闭，车载设备进入被动调车模式。
车载设备可为一套或两套，当车载设备为一套时，该车载设备分别与处于列车两端的驾驶台A和驾驶台B相通信；当司机通过激活的驾驶台A或激活的驾驶台B均可以缓解列车制动时，列车向车载设备一直给出被动调车允许信号。当司机在驾驶台A进行调车作业时，车载设备处于调车模式；司机在驾驶台A执行完毕调车作业后在驾驶台A按压关闭驾驶台后可继续调车的继续调车按钮，并关闭驾驶台A，车载设备进入被动调车模式；当司机来到驾驶台B，激活驾驶台B，车载设备立即转入调车模式，继续执行调车任务；司机在驾驶台B执行完调车作业后，在驾驶台B按压关闭驾驶台后可继续调车的继续调车按钮，并关闭驾驶台B，车载设备再次进入被动调车模式；司机可以在驾驶台A和驾驶台B分别进行调车作业。
车载设备也可为两套，即包括车载设备A和车载设备B，其中，车载设备A与位于列车一端的驾驶台A通信，车载设备B与位于列车另一端的驾驶台B通信；当司机通过激活的驾驶台A或激活的驾驶台B均可以缓解列车制动时，列车向所述车载设备一直给出被动调车允许信号。当司机在驾驶台A进行调车作业时，车载设备A进入调车模式；司机在驾驶台A执行完调车作业，在驾驶台A按压关闭驾驶台后可继续调车的继续调车按钮，关闭驾驶台A后，车载设备A进入被动调车模式；当司机在驾驶台B进行调车作业时，车载设备B进入调车模式，司机在驾驶台B执行完调车作业，在驾驶台B按压关闭驾驶台后可继续调车的继续调车按钮，关闭驾驶台B后，车载设备B进入被动调车模式；司机可以在驾驶台A和驾驶台B轮流进行调车作业。车载设备A或车载设备B进入调车模式的方式有两种，1)当车载设备A或车载设备B处于被动调车模式，则司机激活相应的驾驶台A或驾驶台B，则车载设备A或车载设备B即进入调车模式；2)当车载设备 A或车载设备B处于断电状态时，则打开相应的车载设备A或车载设备B的电源开关，给其上电，启动相应的车载设备A或车载设备B，然后司机操作车载设备进入调车模式。
车载设备处于CTCS-2级及以下等级时，停车状态下，司机在人机界面DMI上按压调车键，车载设备自动转入调车模式。
车载设备处于CTCS-3级时，停车状态下，司机在人机界面上按压调车键，车载设备向地面设备无线闭塞中心RBC发送调车请求，若RBC判定列车在允许调车区域内，则向车载设备回复允许调车信息，车载设备自动转入调车模式；若RBC判定列车不在调车区域内，则向车载设备回复拒绝调车信息，车载设备不能转入调车模式。在调车区域边界安装应答器，通过应答器向车载设备提供调车危险信息；在调车作业过程中，若车载设备收到应答器传送的调车危险信息，则车载设备施加紧急制动，防止列车进入不允许调车区域。
在调车模式下，车载设备监控调车顶棚允许速度，确保列车以不超过调车顶棚允许速度的速度运行，且当列车速度超过调车顶棚允许速度时，车载设备施加制动。当车载设备处于调车模式时，如果车载设备不能从列车收到被动调车允许信号，或者司机在激活的驾驶台上没有按压所述继续调车按钮，或者司机没有关闭激活的驾驶台，则车载设备退出调车模式后，将转入待机模式，在该模式下车载设备将始终对列车施加制动，不允许列车移动。
车载设备从调车模式转入被动调车模式的条件是：1)车载设备处于调车模式；2)车载设备从列车收到被动调车允许信号；3)司机在激活的驾驶台上按压所述继续调车按钮；4)司机关闭激活的驾驶台；当以上四个条件均满足后，与该驾驶台相连的车载设备从调车模式转入被动调车模式。
车载设备从被动调车模式转入调车模式的条件是：1)车载设备处于被动调车模式；2)车载设备没有收到“打开驾驶台后停止调车”信息；3)司机激活驾驶台；当以上三个条件均满足后，与该驾驶台相连的车载设备从被动调车模式转入调车模式。
本发明的方法和设备，车载设备具备调车模式和被动调车模式，在车载设备处于被动调车模式时，司机激活驾驶台，车载设备直接进入调车模式，可以立即进行调车作业，节省了车载设备上电过程和进入调车模式过程，极大提高了工作效率。列车只装备一套车载设备也可以实现这种高效的调车作业，可以节省成本，还可以节省安装空间。
本发明的其它特征和优点将在随后的说明书中阐述，并且，部分地从说明书中变得显而易见，或者通过实施本发明而了解。本发明的目的和其他优点可通过在说明书、权利要求书以及附图中所指出的结构来实现和获得。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作一简单地介绍，显而易见地，下面描述中的附图是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1示出了根据本发明的可以高效调车的车载设备结构图
图2示出了根据本发明实施例1的设备布置图；
图3示出了根据本发明实施例1的多个列车串联的列车组示意图。
图4示出了根据本发明实施例2的设备布置图。
具体实施方式
为使本发明实施例的目的、技术方案和优点更加清楚，下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地说明，显然，所描述的实施例是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
如图1所示，可以高效调车的车载设备包括列车接口单元、车载主控单元、测速测距单元、轨道电路信息接收单元、人机接口单元、司法记录单元、无线传输单元、应答器信息接收单元、人机界面；所述车载设备设置于列车驾驶室，所述车载设备通过所述列车接口单元与列车驾驶室的驾 驶台通信；所述车载主控单元通过人机接口单元与人机界面相通信。驾驶台向车载设备提供方向手柄位置、牵引手柄位置、驾驶台激活状态、制动命令状态、关闭驾驶台后允许调车信号、被动调车允许信号，车载设备向列车输出制动命令、过分相命令、过分相选择信息。
车载设备具备被动调车功能，可以实现调车作业的高效执行；列车向车载设备提供被动调车允许信号；驾驶台增设有关闭驾驶台后继续调车的继续调车按钮，司机按压该按钮后，向车载设备发送关闭驾驶台后继续调车信息，该信息是车载设备转入被动调车模式的条件之一，该信息一次有效，当车载设备转入被动调车模式后，该信息无效。
为了支持车载设备具备被动调车功能，以高效地执行调车作业，列车还需向车载设备提供被动调车允许信号，当司机通过列车两端的驾驶台均可以缓解列车制动后，列车应向车载设备一直给出被动调车允许信号。
车载设备的车载主控单元根据列车当前模式、收到的列车接口信息和地面信息，确定列车是否转入调车模式和被动调车模式，保证行车安全。
车载设备处于CTCS-2级及以下等级时，停车状态下，司机在人机界面DMI上按压调车键，车载设备自动转入调车模式。
车载设备处于CTCS-3级时，停车状态下，司机在人机界面上按压调车键，车载设备向地面设备无线闭塞中心RBC发送调车请求，RBC判定列车在允许调车区域内时，向车载设备回复允许调车信息，车载设备自动转入调车模式；RBC判定列车不在调车区域内时，向车载设备回复拒绝调车信息，车载设备不能转入调车模式。
在调车模式下，车载设备监控调车模式顶棚允许速度，司机可以驾驶列车以不超过调车模式顶棚允许速度运行，如果列车速度超过调车模式顶棚允许速度，车载设备施加制动，保证行车安全。同时，列车一般在车站内执行调车作业，在车站内划定允许调车区域，在调车区域边界安装应答器，通过应答器可以向车载设备提供调车危险信息。在调车作业过程中，如果车载设备从地面收到调车危险信息，车载设备施加紧急制动，防止列车进入不允许调车区域。
车载设备转入被动调车模式的条件是：1)车载设备当前处于调车模式；2)车载设备可以从列车收到被动调车允许信号；3)司机在激活的驾驶台上按压关闭驾驶台后继续调车的继续调车按钮；4)司机关闭激活的驾驶台。当以上四个条件均满足后，与该驾驶台相连的车载设备从调车模式转入被动调车模式。
车载设备从被动调车模式转入调车模式的条件是：1)车载设备当前处于被动调车模式；2)车载设备没有收到“打开驾驶台后停止调车”信息；3)司机激活驾驶台。当以上三个条件均满足后，与该驾驶台相连的车载设备从被动调车模式转入调车模式。
车载设备从调车模式转入被动调车模式的一般过程是：1)车载设备当前处于调车模式，司机驾驶列车完成调车作业并停车；2)车辆向车载设备一直给出“被动调车允许信号”即满足给出“被动调车允许信号”的允许条件；3)如果司机预计后面还要使用该驾驶台进行调车作业，可以在该驾驶台按压关闭驾驶台后继续调车的继续调车按钮，车载设备将采集到“关闭驾驶台后继续调车信号”，当司机关闭驾驶台时，车载设备将自动转入被动调车模式。
车载设备当前处于调车模式，如果车载设备不能从列车收到被动调车允许信号，或者司机在激活的驾驶台上没有按压关闭驾驶台后继续调车的继续调车按钮，司机关闭激活的驾驶台后，车载设备将不是转入被动调车模式，而是转入待机模式，在该模式下车载设备将始终对列车施加制动，不允许列车移动。
所述车载设备可为一套或两套。
实施例1
列车上安装一套车载设备时的调车方法，其布置图如图2所示，所述车载设备与驾驶台A和驾驶台B均相连，当司机通过激活的驾驶台A或激活的驾驶台B均可以缓解列车制动，列车向车载设备一直给出被动调车允许信号。
司机在驾驶台A进行调车作业，车载设备处于调车模式。司机在驾驶 台A执行完调车作业，在驾驶台A按压继续调车按钮，关闭驾驶台A后，车载设备进入被动调车模式。
司机来到驾驶台B，由于车载设备已经处于被动调车模式，司机激活驾驶台B，车载设备立即转入调车模式，继续执行调车任务。司机在驾驶台B执行完调车作业，在驾驶台B按压继续调车按钮，关闭驾驶台B后，车载设备进入被动调车模式。
司机回到驾驶台A，由于车载设备已经处于被动调车模式，司机激活驾驶台A，车载设备立即转入调车模式，继续执行调车任务。
如果两个列车串联成一个长编组的列车(如图3所示)，两个列车没有电气连接，只有机械连接。若使用传统的调车模式进行调车作业，则一个列车可以进入调车模式，另一个列车的车载设备只能处于隔离模式(即隔离整个车载设备，相当于列车没有车载设备，也没有车载设备的监控功能)，否则该列车的车载设备将始终对列车施加制动命令，导致整个列车组无法移动。但是增加了被动调车模式后，一个列车进入调车模式，另一个列车可以进入被动调车模式，进入被动调车模式的车载设备不对列车施加制动，允许列车移动，整个列车组可以自由进行调车，而且激活驾驶台后，车载设备可以从被动调车模式直接转入调车模式，省去了车载设备上电启机流程和进入调车模式的过程，新的调车方法解决了传统的调车方法无法解决的问题，既能保证安全(具备调车模式下的车载设备监控功能)，也具备较高的行车效率。
实施例2
列车上安装两套车载设备时的调车方法，其布置图如图4所示，列车装备了两套车载设备，车载设备A与驾驶台A相连，车载设备B与驾驶台B相连，通过激活的驾驶台A或激活的驾驶台B均可以缓解列车制动，列车向车载设备一直给出被动调车允许信号。
司机在驾驶台A进行调车作业，车载设备A处于调车模式，车载设备B处于断电状态(假设车载设备B原本处于断电状态，以描述完整过程。如果车载设备B原本处于被动调车模式，就省去了先进入调车模式，再进入 被动调车的过程)。司机在驾驶台A执行完调车作业，在驾驶台A按压继续调车按钮，关闭驾驶台A后，车载设备A进入被动调车模式。
司机来到驾驶台B，给车载设备B上电(打开车载设备电源开关)，车载设备B进入工作状态，完成启机流程后，司机选择调车模式并进入调车模式，司机驾驶列车继续执行调车任务。司机在调车区域内执行调车作业，由司机个人判断本端是否完成调车作业。司机在驾驶台B执行完调车作业，在驾驶台B按压继续调车按钮，关闭驾驶台B后，车载设备B进入被动调车模式。
司机来到驾驶台A，由于车载设备A已经处于被动调车模式，司机激活驾驶台A，车载设备A立即转入调车模式，继续执行调车任务。司机在驾驶台A执行完调车作业，在驾驶台A按压继续调车按钮，关闭驾驶台A后，车载设备A进入被动调车模式。
司机来到驾驶台B，由于车载设备B已经处于被动调车模式，司机激活驾驶台B，车载设备B立即转入调车模式，继续执行调车任务。
尽管参照前述实施例对本发明进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本发明各实施例技术方案的精神和范围。

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  1. 一种可以高效调车的车载设备，其特征在于：所述车载设备包括列车接口单元、车载主控单元、测速测距单元、轨道电路信息接收单元、人机接口单元、司法记录单元、无线传输单元、应答器接收单元和人机界面；所述车载设备设置于列车驾驶室，所述车载设备通过所述列车接口单元与列车驾驶室的驾驶台通信；所述车载主控单元通过人机接口单元与人机界面通信；所述车载设备具有调车模式和被动调车模式两种模式，所述车载主控单元可根据列车当前模式、收到的列车接口信息和地面信息，确定列车是否转入调车模式或被动调车模式；在所述车载设备处于被动调车模式时，司机激活驾驶台，所述车载设备直接转入调车模式。
  2. 根据权利要求1所述的可以高效调车的车载设备，其特征在于：所述驾驶台上设置有关闭驾驶台后可继续调车的继续调车按钮；当列车向车载设备提供被动调车允许信号，且车载设备处于调车模式时，司机按压所述继续调车按钮后，驾驶台关闭，车载设备进入被动调车模式。
  3. 根据权利要求2所述的可以高效调车的车载设备，其特征在于：所述车载设备为一套，所述车载设备与驾驶台A和驾驶台B相通信；当司机通过激活的驾驶台A或激活的驾驶台B均可以缓解列车制动时，列车向所述车载设备一直给出被动调车允许信号。
  4. 根据权利要求2所述的可以高效调车的车载设备，其特征在于：所述车载设备包括车载设备A和车载设备B，其中，车载设备A与列车的驾驶台A通信，车载设备B与列车的驾驶台B通信；当司机通过激活的驾驶台A或激活的驾驶台B均可以缓解列车制动时，列车向所述车载设备一直给出被动调车允许信号。
  5. 根据权利要求1所述的可以高效调车的车载设备，其特征在于：车载设备处于CTCS-2级及以下等级时，停车状态下，司机在人机界面DMI上按压调车键，车载设备自动转入调车模式。
  6. 根据权利要求1所述的可以高效调车的车载设备，其特征在于：车载设备处于CTCS-3级时，停车状态下，司机在人机界面上按压调车键，车 载设备向地面设备无线闭塞中心RBC发送调车请求，若RBC判定列车在允许调车区域内，则向车载设备回复允许调车信息，车载设备自动转入调车模式；若RBC判定列车不在调车区域内，则向车载设备回复拒绝调车信息，车载设备不能转入调车模式。
  7. 根据权利要求5或6所述的可以高效调车的车载设备，其特征在于：在调车模式下，车载设备监控调车顶棚允许速度，确保列车以不超过调车顶棚允许速度的速度运行，且当列车速度超过调车顶棚允许速度时，车载设备施加制动。
  8. 根据权利要求5或6所述的可以高效调车的车载设备，其特征在于：在调车区域边界安装应答器，通过应答器向车载设备提供调车危险信息；在调车作业过程中，若车载设备收到应答器传送的调车危险信息，则车载设备施加紧急制动，防止列车进入不允许调车区域。
  9. 根据权利要求2所述的可以高效调车的车载设备，其特征在于：车载设备转入被动调车模式的条件是：1)车载设备处于调车模式；2)车载设备从列车收到被动调车允许信号；3)司机在激活的驾驶台上按压所述继续调车按钮；4)司机关闭激活的驾驶台；当以上四个条件均满足后，与该驾驶台相连的车载设备从调车模式转入被动调车模式。
  10. 根据权利要求9所述的可以高效调车的车载设备，其特征在于：车载设备从被动调车模式转入调车模式的条件是：1)车载设备处于被动调车模式；2)车载设备没有收到“打开驾驶台后停止调车”信息；3)司机激活驾驶台；当以上三个条件均满足后，与该驾驶台相连的车载设备从被动调车模式转入调车模式。
  11. 根据权利要求9所述的可以高效调车的车载设备，其特征在于：当车载设备处于调车模式时，如果车载设备不能从列车收到被动调车允许信号，或者司机在激活的驾驶台上没有按压所述继续调车按钮，或者司机没有关闭激活的驾驶台，则车载设备退出调车模式后，将转入待机模式，在该模式下车载设备将始终对列车施加制动，不允许列车移动。
  12. 一种根据权利要求3所述的可以高效调车的车载设备的列车调车 方法，其特征在于：当司机在驾驶台A进行调车作业时，车载设备处于调车模式；司机在驾驶台A执行完毕调车作业后在驾驶台A按压关闭驾驶台后可继续调车的继续调车按钮，并关闭驾驶台A，车载设备进入被动调车模式；当司机来到驾驶台B，激活驾驶台B，车载设备立即转入调车模式，继续执行调车任务；司机在驾驶台B执行完调车作业后，在驾驶台B按压关闭驾驶台后可继续调车的继续调车按钮，并关闭驾驶台B，车载设备再次进入被动调车模式；司机可以在驾驶台A和驾驶台B分别进行调车作业。
  13. 一种根据权利要求4所述的可以高效调车的车载设备的列车调车方法，其特征在于：当司机在驾驶台A进行调车作业时，车载设备A进入调车模式；司机在驾驶台A执行完调车作业，在驾驶台A按压关闭驾驶台后可继续调车的继续调车按钮，关闭驾驶台A后，车载设备A进入被动调车模式；当司机在驾驶台B进行调车作业时，车载设备B进入调车模式，司机在驾驶台B执行完调车作业，在驾驶台B按压关闭驾驶台后可继续调车的继续调车按钮，关闭驾驶台B后，车载设备B进入被动调车模式；司机可以在驾驶台A和驾驶台B轮流进行调车作业。
  14. 根据权利要求13所述的列车调车方法，其特征在于：车载设备A或车载设备B进入调车模式的方式有两种，1)当车载设备A或车载设备B处于被动调车模式，则司机激活相应的驾驶台A或驾驶台B，则车载设备A或车载设备B即进入调车模式；2)当车载设备A或车载设备B处于断电状态时，则打开相应的车载设备A或车载设备B的电源开关，给其上电，启动相应的车载设备A或车载设备B，然后司机操作车载设备进入调车模式。
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