Method and system for automatic train protection against overspeed in a single track railway section

Abstract

A method for train overspeed automatic protection in single-line railway section, comprising: after a train enters a track circuit information area of the single-line railway section, receiving a roof speed monitoring transition instruction provided by a transponder group, the train entering a roof speed monitoring mode, and controlling the train according to a first preset rule to prevent the train from overspeeding; when the train enters a track circuit section outside a station entrance, receiving track circuit information near the track circuit section, and receiving a target distance curve monitoring transition instruction provided by a passive transponder group, the train entering a target distance curve monitoring mode from the roof monitoring mode, and controlling the train according to a second preset rule to prevent the train from overspeeding and from advancing to a forbidden signal. The present application realizes train overspeed automatic protection in single-line railway section through regional roof speed monitoring and target distance curve monitoring, and the section does not need to be provided with a through track circuit to provide train permission information, thereby ensuring safe train operation and saving investment.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of railway signal, in particular to a method and system for automatic train protection against overspeed in single-track railway section. BACKGROUND

[0002] The existing method for automatic train protection against overspeed in single-track railway section has the following problems:

[0003] (1) The line data is stored on the train, and when the line is changed, the corresponding modification needs to be made for each train, which is a large amount of work to replace the data, and if not updated in time, it will affect the safety of train operation;

[0004] (2) In the track circuit-free area of the section, positioning is only dependent on the train's own speed sensor, and the cumulative error is large with the long-distance running of the train, which needs to be checked manually, and there is a safety hazard. SUMMARY

[0005] In view of the above problems, the present application is proposed to provide a method and system for automatic train protection against overspeed in single-track railway section to overcome the above problems or at least partially solve the above problems.

[0006] In order to solve the above technical problems, the present application discloses the following technical solutions:

[0007] A method for automatic train protection against overspeed in single-track railway section, comprising:

[0008] S100. The train runs in the single-track railway section, and when the train departs from a station and enters the track circuit-free information area of the single-track railway section, the train receives the overhead speed monitoring transfer-in instruction provided by the transponder group, enters the overhead speed monitoring mode, and controls the train according to the first preset rule to prevent the train from overspeeding;

[0009] S200. When the train enters the track circuit section outside the station entrance, the train receives the track circuit information near the track circuit section and receives the target distance curve monitoring transfer-in instruction provided by the passive transponder group, and the train enters the target distance curve monitoring mode from the overhead monitoring mode, and controls the train according to the second preset rule to prevent the train from overspeeding and violating the approach signal.

[0010] Further, in S100, the train enters the overhead speed monitoring mode, specifically including: the train receives the temporary speed limit data V t from the active transponder group at the station entrance, and receives the line allowable speed data V l from the passive transponder group in the single-track railway section, real-time acquires the train position data d, and controls the train according to the line allowable speed V l and the temporary speed limit V tand real-time position data d, real-time calculating the current position data d ceiling speed V c(d) = min(V l(d) , V t(d) ), according to the ceiling speed V c(d) monitoring train operation.

[0011] Further, in S100, the train is controlled according to the first preset rule to prevent the train from overspeeding, and the first preset rule comprises: when the real-time running speed V of the train is greater than the ceiling speed V c(d) , a braking instruction is sent to the train; and when the real-time running speed V of the train is less than and close to the ceiling speed V c(d) , a warning information is sent to the train driver to prevent the train from overspeeding.

[0012] Further, in S200, the train receives a target distance curve monitoring transition instruction provided by a passive transponder group of a track circuit section, and enters a target distance curve monitoring mode from the ceiling monitoring mode, and specifically comprises: when approaching the track circuit section, the train receives the target distance data T provided by the track circuit, combines the line allowed speed V l and the slope S P data provided by the transponder, and according to the train traction and braking principle (F), real-time calculates the current position d allowed speed curve V p(d) = F (T, V l , S P ), and according to the allowed speed curve V p(d) monitors the train operation.

[0013] Further, in S200, the train is controlled according to the second preset rule to prevent the train from overspeeding and advancing into a prohibited signal, and specifically comprises: when the real-time running speed V of the train is greater than the allowed speed V p(d) , a braking instruction is sent to the train; and when the real-time running speed V of the train is less than and close to the allowed speed V p(d) , a warning information is sent to the driver to prevent the train from overspeeding and advancing into the prohibited signal.

[0014] The application further discloses a train overspeed automatic protection system for a single-track railway section, which comprises a ceiling speed monitoring module and a target distance curve monitoring module.

[0015] The ceiling speed monitoring module is used for train operation in a single-track railway section between two stations, the train departs from one station, enters a track circuit information free area in the single-track railway section, receives a ceiling speed monitoring transition instruction provided by a transponder group, enters a ceiling speed monitoring mode, and controls the train according to the first preset rule to prevent the train from overspeeding.

[0016] The target distance curve monitoring module is used to receive track circuit information when a train enters the track circuit section outside the station. At the same time, it receives the target distance curve monitoring switch command provided by the passive transponder group. The train enters the target distance curve monitoring mode from the roof monitoring mode and controls the train according to the second preset rule to prevent the train from speeding and overstepping the prohibition signal.

[0017] Furthermore, the roof speed monitoring module puts the train into roof speed monitoring mode, specifically including: the train receiving temporary speed limit data V from the active transponder group at the station entrance. t It also receives the permitted speed data V from the passive transponder group of the single-track railway section. l It also acquires real-time train position data d and determines the permissible speed V on the line based on the transponder's input. l Temporary speed limit V t Based on real-time location data d, the roof velocity V at the current location data d is calculated in real time. c(d) =min(V l(d) V t(d) According to the roof speed V c(d) Monitor train operations.

[0018] Furthermore, the roof speed monitoring module controls the train according to a first preset rule to prevent the train from speeding, specifically including: when the train's real-time running speed V is greater than the roof speed V... c(d) When the train's real-time running speed V is less than but close to the roof speed V, a braking command is issued; c(d) At that time, a warning message is sent to the train driver to prevent the train from exceeding the speed limit.

[0019] Furthermore, the target distance curve monitoring module switches the train from roof monitoring mode to target distance curve monitoring mode. Specifically, this includes: receiving the target distance data T provided by the track circuit when approaching the track circuit section, and combining the train operation permit with the line speed V provided by the transponder. l Slope S P Based on the train traction and braking principle (F), the data is used to calculate the permissible speed curve V at the train's current position d in real time. p(d) =F(T,V) l S P According to the permissible speed curve V p(d) Monitor train operations.

[0020] Furthermore, the target distance curve monitoring module controls the train according to the second preset rule to prevent the train from speeding and overstepping the prohibition signal. Specifically, this includes: when the train's real-time speed V is greater than the permissible speed V... p(d) When the train's real-time operating speed V is less than but close to the permissible speed, a braking command is issued; when V... p(d), the driver is warned, preventing the train from overspeeding and advancing into a forbidden signal.

[0021] The above technical solution provided by the embodiment of the present application has at least the following beneficial effects:

[0022] The method for train overspeed automatic protection in a single-track railway section disclosed by the present application has the following advantages compared with the prior art:

[0023] (1) Based on the approaching section track circuit information and the section balise data, the train overspeed automatic protection in a single-track railway section is realized through regional ceiling speed monitoring and target distance curve monitoring, the track circuit does not need to be set through the section to provide train permission information, the train safety operation is ensured, and investment is saved.

[0024] (2) The line data is no longer stored on the train, but is provided by the balise group, and when the ground data is modified, the data can be updated to the train in time, and accurate positioning and automatic position correction can be performed through the balise, so that the train control accuracy is higher.

[0025] The technical solution of the present application will be described in further detail below with reference to the accompanying drawings and embodiments. BRIEF DESCRIPTION OF DRAWINGS

[0026] The accompanying drawings are intended to provide a further understanding of the present application, and constitute a part of the specification, together with the embodiments of the present application, to explain the present application, and do not constitute a limitation on the present application. In the drawings:

[0027] Figure 1 It is a schematic diagram of the existing single-track railway section signal device arrangement;

[0028] Figure 2 It is a schematic diagram of the single-track railway section signal device arrangement in the embodiment 1 of the present application;

[0029] Figure 3 It is a flowchart of the method for train overspeed automatic protection in a single-track railway section in the embodiment 1 of the present application. DETAILED DESCRIPTION

[0030] Exemplary embodiments of the present disclosure will be described in greater detail below with reference to the accompanying drawings. Although exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided so that the present disclosure can be more thoroughly understood and the scope of the present disclosure can be accurately conveyed to those skilled in the art.

[0031] In order to solve the problems in the prior art, the embodiment of the present application provides a method and system for train overspeed automatic protection in a single-track railway section.

[0032] Embodiment 1

[0033] In order to better understand the method for automatic train overspeed protection in a single-track railway section disclosed by the embodiments of the present application, a schematic diagram of signal device arrangement in a single-track railway section is shown in Figure 2

[0034] For the single-track railway section, an approach section is arranged outside the home signal, the length of the approach section should meet the requirement of the highest speed braking distance, the approach section is provided with frequency-shift track circuit or station coding, and the frequency-shift information transmission direction is the station train receiving direction.

[0035] The active transponder group is arranged outside the home signal, and the passive transponder group DQ is arranged at intervals in the section. Meanwhile, the passive transponder group JY is arranged near the end insulation of the approach track circuit section.

[0036] (1) The active transponder group JZ outside the home signal contains link information, gradient data, speed data, temporary speed limit, and position information, and the train dispatching direction further contains the ceiling speed monitoring instruction information;

[0037] (2) The passive transponder group DQ in the section contains link information, gradient data, speed data, mileage information, and ceiling speed monitoring instruction information;

[0038] (3) The distance between the transponder groups DQ in the section is generally 2-3 km, and the transponder group data is redundantly covered, so that when the data of any transponder group is lost, the normal work is not affected.

[0039] (4) The passive transponder group JY near the end insulation of the approach track circuit section contains link information, gradient data, speed data, and mileage information, and the train dispatching direction further contains the ceiling speed monitoring instruction, and the train receiving direction further contains the target distance curve monitoring turn-in instruction information from the ceiling monitoring.

[0040] Based on the schematic diagram of signal device arrangement in a single-track railway section, the method for automatic train overspeed protection in a single-track railway section disclosed by the embodiments of the present application comprises the following steps: Figure 3

[0041] S100. The train runs in the single-track railway section, when the train departs from a station and enters the track circuit-free information area of the single-track railway section, receives the ceiling speed monitoring turn-in instruction provided by the transponder group, enters the ceiling speed monitoring mode, and controls the train according to the first preset rule to prevent the train from overspeeding.

[0042] In the embodiment S100, the train enters the ceiling speed monitoring mode, which specifically comprises: the train receives the temporary speed limit data V t from the active transponder group outside the station entrance, and receives the line allowable speed data V​​l , real-time train position data d is acquired, and the ceiling speed V l of the current position data d is calculated in real time according to the line allowable speed V t provided by the balise and the real-time position data d c(d) = min(V l(d) , V t(d) ), and the train is monitored according to the ceiling speed V c(d) .

[0043] In the embodiment S100, the train is controlled according to a first preset rule to prevent the train from overspeeding, and the first preset rule includes: when the real-time running speed V of the train is greater than the ceiling speed V c(d) , a braking instruction is sent to the train; and when the real-time running speed V of the train is less than and close to the ceiling speed V c(d) , a warning information is sent to the train driver to prevent the train from overspeeding.

[0044] S200. When the train enters a track circuit section outside the station entrance track circuit section, the track circuit information is received near the track circuit section, and the target distance curve monitoring entry instruction provided by the passive balise group is received, the train enters the target distance curve monitoring mode from the ceiling monitoring mode, and the train is controlled according to a second preset rule to prevent the train from overspeeding and advancing into a prohibited signal.

[0045] In the embodiment S200, the train receives the target distance curve monitoring entry instruction provided by the passive balise group near the end insulation of the track circuit section, and enters the target distance curve monitoring mode from the ceiling monitoring mode, and specifically includes: the train receives the target distance data T provided by the track circuit near the track circuit section, combines the line allowable speed V l and the gradient S P data provided by the balise, and calculates the allowable speed curve V p(d) = F(T, V l , S P ) of the current position d of the train in real time according to the train traction and braking principle (F), and monitors the train running according to the allowable speed curve V p(d) .

[0046] In the embodiment S200, the train is controlled according to the second preset rule to prevent the train from overspeeding and advancing into a prohibited signal, and specifically includes: when the real-time running speed V of the train is greater than the allowable speed V p(d) , a braking instruction is sent to the train; and when the real-time running speed V of the train is less than and close to the allowable speed V p(d) , a warning information is sent to the driver to prevent the train from overspeeding and advancing into a prohibited signal.

[0047] The train overspeed automatic protection of the single-line railway section is realized by the ceiling speed monitoring and the target distance curve monitoring in different regions, and the safe operation of the train is ensured.

[0048] Compared with the prior art, the method for the train overspeed automatic protection of the single-line railway section has the following advantages:

[0049] (1) Based on the approaching section track circuit information and the section balise data, the train overspeed automatic protection of the single-line railway section is realized by the ceiling speed monitoring and the target distance curve monitoring in different regions. The track circuit does not need to be set through the section to provide the train permission information, the safe operation of the train is ensured, and the investment is saved.

[0050] (2) The line data is no longer stored on the train, but is provided by the balise group. When the ground data is modified, the data can be updated to the train in time. Meanwhile, the balise can be used for accurate positioning and automatic correction of the position, and the train control accuracy is higher.

[0051] Embodiment 2

[0052] Based on the method for the train overspeed automatic protection of the single-line railway section of embodiment 1, the system for the train overspeed automatic protection of the single-line railway section comprises a ceiling speed monitoring module and a target distance curve monitoring module.

[0053] The ceiling speed monitoring module is used for train operation in the single-line railway section between two stations. When the train departs from a station and enters the track circuit information-free region of the single-line railway section, the ceiling speed monitoring transition instruction provided by the balise group is received, the train enters the ceiling speed monitoring mode, and the train is controlled according to the first preset rule to prevent the train from overspeeding.

[0054] The target distance curve monitoring module is used for the train entering the track circuit section outside the station entrance. When the track circuit information is received in the approaching track circuit section, and the target distance curve monitoring transition instruction provided by the passive balise group is received, the train enters the target distance curve monitoring mode from the ceiling monitoring mode, and the train is controlled according to the second preset rule to prevent the train from overspeeding and from approaching the prohibited signal.

[0055] Specifically, the ceiling speed monitoring module enters the ceiling speed monitoring mode, which specifically comprises: receiving the temporary speed limit data V t from the active balise group at the station entrance, receiving the line allowable speed data V l from the passive balise group in the single-line railway section, and acquiring the real-time position data d of the train. According to the line allowable speed V l , the temporary speed limit V t and the real-time position data d provided by the balise, the ceiling speed Vc(d) = min(V l(d) , V t(d) ), according to the roof speed V c(d) monitoring the train operation.

[0056] The roof speed monitoring module controls the train according to the first preset rule to prevent the train from overspeeding, specifically including: when the real-time running speed V of the train is greater than the roof speed V c(d) , sending a braking instruction to the train; and when the real-time running speed V of the train is less than but close to the roof speed V c(d) , sending a warning information to the train driver to prevent the train from overspeeding.

[0057] In the embodiment, the target distance curve monitoring module controls the train to enter the target distance curve monitoring mode from the roof monitoring mode, specifically including: receiving the target distance data T provided by the track circuit at the approaching track circuit section, combining the line allowed speed V l and the slope S P data provided by the track circuit and the transponder, and calculating the allowed speed curve V p(d) of the current position d of the train in real time according to the train traction and braking principle (F), V l = F (T, V P , S p(d) ), and monitoring the train operation according to the allowed speed curve V p(d) .

[0058] Specifically, the target distance curve monitoring module controls the train according to the second preset rule to prevent the train from overspeeding and advancing into the prohibited signal, specifically including: when the real-time running speed V of the train is greater than the allowed speed V p(d) , sending a braking instruction to the train; and when the real-time running speed V of the train is less than but close to the allowed speed V p(d) , sending a warning information to the train driver to prevent the train from overspeeding and advancing into the prohibited signal.

[0059] It should be understood that the specific order or hierarchy of steps in the disclosed processes is an example of exemplary methods. Based on design preference, it should be understood that the specific order or hierarchy of steps in the processes can be rearranged without departing from the scope of protection of the present disclosure. The appended method claims recite the elements of the various steps in the exemplary order presented, and are not intended to be limited to the specific order or hierarchy presented.

[0060] In the detailed description above, various features are grouped together in single embodiments for the purpose of streamlining the disclosure. This method of disclosure should not be interpreted as reflecting a necessity to disclose features in any single patent. Rather, according to the inventive concept, features can be combined in any single patent in one or more claims. Thus, the disclosure hereof is to be understood as being illustrative of the inventive concept and not a limitation thereof. For example, not every aspect of the creative process is described with every embodiment. It is contemplated that the creative process is a dynamic process that will necessitate implementation of new techniques by those skilled in the art. Those skilled in the art will appreciate that, in the development of this creative process, numerous implementation-specific decisions can be made. These implementation-specific decisions can vary from one implementation to another, and from one environment to another. Those skilled in the art will appreciate that such a development effort might be complex and time-consuming, but would nevertheless result in innovations that embody the inventive concept.

[0061] Those skilled in the art will further appreciate that the various illustrative logical blocks, modules, circuits, and algorithm steps described in connection with the embodiments disclosed herein can be implemented as electronic hardware, computer software, or combinations of both. To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, circuits, and steps have been described above generally in terms of their functionality. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the overall system. Skilled artisans can implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present disclosure.

[0062] The steps of a method or algorithm described in connection with the embodiments disclosed herein can be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. A software module can reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to the processor such that the processor can read information from, and write information to, the storage medium. In the alternative, the storage medium can be integral to the processor. The processor and the storage medium can reside in an ASIC. The ASIC can reside in a user terminal. In the alternative, the processor and the storage medium can reside as discrete components in a user terminal.

[0063] For a software implementation, the techniques described herein can be implemented with modules (e.g., procedures, functions, and so on) that perform the functions described herein. The software codes can be stored in memory units and executed by processors. The memory unit can be implemented within the processor or external to the processor, in which case it can be communicatively coupled to the processor via various means as is well known in the art.

[0064] The above description includes examples of one or more embodiments. Of course, not all possible combinations of components or methods described above can be claimed as an embodiment or employed as described above, but one of ordinary skill in the art will recognize that further modifications and permutations of various embodiments are possible. It is intended to claim all such alterations and modifications to the embodiments described herein as falling within the scope of the appended claims. Additionally, any specific unit or module described herein is intended to encompass one or more such units or modules. For example, the term "a module" is intended to mean one or more modules. Furthermore, the use of the term "or" in the claims is meant to encompass both "and" and "or" unless specifically stated otherwise.

Claims

1. A method of automatic train protection against overspeed in a single track railway section, characterized in that, Comprising: S100. When the train runs in a single-line railway section, after the train departs from a station and enters a single-line railway section without track circuit information, the train receives a top speed monitoring transition instruction provided by a transponder group, enters a top speed monitoring mode, and is controlled according to a first preset rule to prevent overspeed; In S100, the train enters the roof speed monitoring mode, specifically including: the train receives temporary speed limit data V t from the active transponder group at the entrance, receives line allowed speed data V l from the passive transponder group in the single-track railway section, obtains real-time train position data d, calculates the roof speed V c(d) = min(V l(d) , V t(d) ) at the current position data d according to the line allowed speed V l , the temporary speed limit V t and the real-time position data d, and monitors the train operation according to the roof speed V c(d) . In S100, the train is controlled according to a first preset rule to prevent the train from overspeeding, and the first preset rule includes: when the real-time running speed V of the train is greater than the ceiling speed V c(d) , a braking instruction is sent to the train; when the real-time running speed V of the train is less than and close to the ceiling speed V c(d) , a warning information is sent to the train driver to prevent the train from overspeeding; S200. When the train enters a track circuit section outside a station, receives track circuit information when approaching the track circuit section, receives a target distance curve monitoring transition instruction provided by a passive transponder group, and the train enters a target distance curve monitoring mode from the top monitoring mode, the train is controlled according to a second preset rule to prevent overspeed and advance into a prohibited signal; In S200, the train receives the target distance curve monitoring turn-in instruction provided by the passive transponder group, and enters the target distance curve monitoring mode from the ceiling monitoring mode, which specifically includes: receiving the train permission target distance data T provided by the track circuit at the approach track circuit section, combining the train permission and the line allowed speed V provided by the transponder l , the slope S P Data, according to the principle of train traction and braking, real-time calculation of the allowed speed curve Vp(d)=F(T, Vl, S P ) of the current position d of the train, according to the allowed speed curve V p(d) Monitor train operation; In S200, the train is controlled according to a second preset rule to prevent the train from overspeeding and advancing into a forbidden signal, specifically including: when the real-time running speed V of the train is greater than the allowed speed V p（d） , a braking instruction will be sent to the train; when the real-time running speed V of the train is less than and close to the allowed speed V p（d） , a warning information is sent to the driver to prevent the train from overspeeding and advancing into a forbidden signal.

2. A system for automatic train protection against overspeed in a single track railway section, characterized in that, Comprising: a top speed monitoring module and a target distance curve monitoring module; wherein: the top speed monitoring module is used for train operation in a single-line railway section between two stations, the train departs from a station, enters a single-line railway section without track circuit information, receives a top speed monitoring transition instruction provided by a transponder group, enters a top speed monitoring mode, and is controlled according to a first preset rule to prevent overspeed; The roof speed monitoring module puts the train into roof speed monitoring mode, specifically including: the train receiving temporary speed limit data V from the active transponder group at the station entrance. t It also receives the permitted speed data V from the passive transponder group of the single-track railway section. l It also acquires real-time train position data d and determines the permissible speed V on the line based on the transponder's input. l Temporary speed limit V t Based on real-time location data d, the roof velocity V at the current location data d is calculated in real time. c(d) = min(V l(d) V t(d) According to the roof speed V c(d) Monitor train operations; The ceiling speed monitoring module controls the train according to a first preset rule to prevent the train from overspeeding, and specifically comprises: when the real-time running speed V of the train is greater than the ceiling speed V c(d) , a braking instruction is sent to the train; when the real-time running speed V of the train is less than but close to the ceiling speed V c(d) , a warning information is sent to the train driver to prevent the train from overspeeding. the target distance curve monitoring module is used for the train to enter a track circuit section outside a station, receives track circuit information when approaching the track circuit section, receives a target distance curve monitoring transition instruction provided by a passive transponder group, and the train enters a target distance curve monitoring mode from the top monitoring mode, and is controlled according to a second preset rule to prevent overspeed and advance into a prohibited signal; The target distance curve monitoring module switches the train from roof monitoring mode to target distance curve monitoring mode. Specifically, this includes: receiving the target distance data T from the track circuit when approaching the track circuit section, and combining the train's travel permit with the permissible speed V provided by the transponder. l Slope S P Based on the train traction and braking principle, the data is used to calculate the permissible speed curve V at the train's current position d in real time. p(d) =F(T, V l S P According to the permissible speed curve V p(d) Monitor train operations; The target distance curve monitoring module controls the train according to a second preset rule to prevent the train from overspeeding and advancing to a forbidden signal, and specifically comprises: when the real-time running speed V of the train is greater than the allowed speed V p（d） , a braking instruction is sent to the train; and when the real-time running speed V of the train is less than but close to the allowed speed V p（d） , a warning information is sent to the driver to prevent the train from overspeeding and advancing to a forbidden signal.

Images