Obstacle and derailment detection system, method and train

Abstract

The present disclosure provides an obstacle and derailment detection system, method, and train. The system includes: a contact detection beam disposed at the bottom of the train and suspended transversely above the rail surface; a detection module including: a first obstacle detection sensor, a first derailment detection sensor, a second obstacle detection sensor, and a second derailment detection sensor, all mounted on the contact detection beam; a first power supply module, wherein an output end of the first power supply module is connected to an input end of the first obstacle detection sensor and an input end of the first derailment detection sensor; a second power supply module, wherein an output end of the second power supply module is connected to an input end of the second obstacle detection sensor and an input end of the second derailment detection sensor; and a host control module, wherein an input end of the host control module is connected to the output ends of the first obstacle detection sensor, the first derailment detection sensor, the second obstacle detection sensor, and the second derailment detection sensor, respectively, for outputting a target detection signal.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle technology, and in particular to an obstacle and derailment detection system, method, and train. Background Art

[0002] Rail transit is a high-density, high-speed mode of transportation. With the rapid development of urban rail transit and high-speed rail, rail transit traffic is increasing. The greater the volume of rail transit, the more stringent safety measures are required for rail transit vehicles.

[0003] Although there are many safety measures in place, train collisions with obstacles and derailments still occur during train operation. If emergency braking is not implemented in time, major train accidents will occur, causing harm to passengers. Therefore, there is an urgent need to find a safe and reliable obstacle and derailment detection system. Summary of the Invention

[0004] In view of the above problems, the present disclosure provides an obstacle and derailment detection system, method and train.

[0005] According to a first aspect of the present disclosure, an obstacle and derailment detection system is provided, comprising: a contact detection beam disposed at the bottom of a train and suspended transversely above a rail surface; a detection module comprising: a first obstacle detection sensor, a first derailment detection sensor, a second obstacle detection sensor, and a second derailment detection sensor, all mounted on the contact detection beam; a first power module, an output end of the first power module being connected to an input end of the first obstacle detection sensor and an input end of the first derailment detection sensor; a second power module, an output end of the second power module being connected to an input end of the second obstacle detection sensor and an input end of the second derailment detection sensor; and a host control module, an input end of the host control module being connected to the output ends of the first obstacle detection sensor, the first derailment detection sensor, the second obstacle detection sensor, and the second derailment detection sensor, respectively, for outputting a target detection signal.

[0006] According to an embodiment of the present disclosure, the host control module includes: a first main control submodule, an input end of the first main control submodule is connected to the output end of the first obstacle detection sensor, the output end of the first derailment detection sensor, the output end of the second obstacle detection sensor, the output end of the second derailment detection sensor, and the output end of the first power submodule; a second main control submodule, an input end of the first main control submodule is connected to the output end of the first obstacle detection sensor, the output end of the first derailment detection sensor, the output end of the second obstacle detection sensor, the output end of the second derailment detection sensor, and the output end of the second power submodule; a judgment submodule, an input end of the judgment submodule is connected to the output end of the first main control submodule, the output end of the second main control submodule, the output end of the first power module, and the output end of the second power module, for outputting the target detection signal according to the detection signal output by the first main control submodule and the detection signal output by the second main control submodule.

[0007] According to an embodiment of the present disclosure, the first main control submodule includes: a first input circuit and a first main control unit; the second main control submodule includes: a second input circuit and a second main control unit; wherein the input end of the first input circuit and the input end of the second input circuit are both connected to the output end of the first obstacle detection sensor, the output end of the first derailment detection sensor, the output end of the second obstacle detection sensor, the output end of the second derailment detection sensor and the output end of the first power submodule; the input end of the first main control unit is connected to the output end of the first input circuit, and the input end of the second main control unit is connected to the output end of the second input circuit.

[0008] According to an embodiment of the present disclosure, each input circuit in the above-mentioned first input circuit and the above-mentioned second input circuit is used to: for each sensor connected to the above-mentioned input circuit, output a first state signal when the normally open contact of the above-mentioned sensor is in an open state and the normally closed contact is in a closed state; output a second state signal when the above-mentioned normally open contact of the above-mentioned sensor is in a closed state and the above-mentioned normally closed contact is in an open state; output a third state signal when the above-mentioned normally open contact and the above-mentioned normally closed contact of the above-mentioned sensor are both in a closed state or the above-mentioned normally open contact and the above-mentioned normally closed contact are both in an open state.

[0009] According to an embodiment of the present disclosure, the first main control unit is configured to output a first obstacle detection signal based on status information related to a contact state of the first obstacle detection sensor and status information related to a contact state of the second obstacle detection sensor output by the first input circuit; and output a first derailment object detection signal based on status information related to a contact state of the first derailment detection sensor and status information related to a contact state of the second derailment detection sensor output by the first input circuit.

[0010] According to an embodiment of the present disclosure, the second main control unit is configured to output a second obstacle detection signal based on status information related to the contact state of the first obstacle detection sensor and status information related to the contact state of the second obstacle detection sensor output by the second input circuit; and output a second derailment object detection signal based on status information related to the contact state of the first derailment detection sensor and status information related to the contact state of the second derailment detection sensor output by the second input circuit.

[0011] According to an embodiment of the present disclosure, the above-mentioned system also includes: a video monitoring module, the input end of the above-mentioned video monitoring module is connected to the output end of the above-mentioned host control module, for monitoring the train track status and generating an operation monitoring video. At the same time, when the above-mentioned target detection signal indicates that the above-mentioned train is derailed or there is an obstacle, in response to the above-mentioned target detection signal, the operation monitoring video with a preset time length from the moment when the above-mentioned target detection signal is received is sent to a remote operation control center; a third power supply module, the output end of the above-mentioned third power supply module is connected to the input end of the above-mentioned video monitoring module.

[0012] According to an embodiment of the present disclosure, the above-mentioned system also includes an emergency braking module: the input end of the above-mentioned emergency braking module is connected to the output end of the above-mentioned first main control sub-module, the output end of the above-mentioned second main control sub-module, the output end of the above-mentioned first power supply module and the output end of the above-mentioned second power supply module, and is used to control the operating status of the train according to the detection signal output by the above-mentioned first main control sub-module and the detection signal output by the above-mentioned second main control sub-module.

[0013] According to an embodiment of the present disclosure, the emergency braking module includes: a first driving submodule: the input end of the first driving submodule is connected to the output end of the first power supply module and the output end of the first main control submodule; a second driving submodule: the input end of the second driving submodule is connected to the output end of the second power supply module and the output end of the second main control submodule; the switch submodule includes: a first switch and a second switch, wherein the first switch and the second switch are connected in parallel, the first switch is connected to the output end of the first driving submodule and the output end of the second driving submodule, and the second switch is connected to the output end of the first driving submodule and the output end of the second driving submodule; wherein the switch submodule and the emergency braking relay that controls the running status of the train are connected in series.

[0014] A second aspect of the present disclosure provides an obstacle and derailment detection method, comprising: transmitting information collected by a first obstacle detection sensor, a first derailment detection sensor, a second obstacle detection sensor, and a second derailment detection sensor to a host control module, with a first power module supplying power to a first obstacle detection sensor and a first derailment detection sensor included in a detection module, while a second power module supplying power to a second obstacle detection sensor and a second derailment detection sensor included in the detection module. The host control module outputs a target detection signal.

[0015] A third aspect of the present disclosure provides a train, comprising: a train body and the above-mentioned obstacle and derailment detection system.

[0016] The disclosed embodiment provides multiple obstacle detection sensors, derailment detection sensors, and power modules, so that when one of the same type of sensors fails, the detection module can still be used normally, thereby improving the reliability of the detection module; by providing multiple power modules, when any power module fails, obstacles and derailment can be detected by another power module and the sensor powered by it, further improving the reliability of the power module and the detection module; finally, the host control module judges the detection results of the multiple sensors and outputs a target detection signal. When an obstacle or train derailment is detected, the target detection signal can be output in time to perform further operations, thereby ensuring the safety of passengers. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The above contents and other objects, features and advantages of the present disclosure will become more apparent through the following description of the embodiments of the present disclosure with reference to the accompanying drawings, in which:

[0018] Figure 1 The following schematically shows an application scenario diagram of the obstacle and derailment detection system according to an embodiment of the present disclosure;

[0019] Figure 2 A schematic diagram of an obstacle and derailment detection system according to an embodiment of the present disclosure is schematically shown;

[0020] Figure 3 Schematically shows a schematic diagram of an obstacle and derailment detection system according to another embodiment of the present disclosure;

[0021] Figure 4 Schematically shows a schematic diagram of an obstacle and derailment detection system according to another embodiment of the present disclosure;

[0022] Figure 5 Schematically shows a schematic diagram of an obstacle and derailment detection system according to another embodiment of the present disclosure;

[0023] Figure 6 A flowchart schematically illustrates the process of processing detection signals by the obstacle and derailment detection system according to an embodiment of the present disclosure;

[0024] Figure 7 Schematically shows a schematic diagram of an obstacle and derailment detection system according to another embodiment of the present disclosure;

[0025] Figure 8 Schematically shows a schematic diagram of an obstacle and derailment detection system according to another embodiment of the present disclosure;

[0026] Figure 9 Schematically shows a schematic diagram of an emergency brake control circuit according to an embodiment of the present disclosure;

[0027] Figure 10 Schematically shows a schematic diagram of an emergency brake control circuit according to another embodiment of the present disclosure;

[0028] Figure 11 A schematic diagram schematically illustrates an obstacle and derailment detection system according to another embodiment of the present disclosure;

[0029] Figure 12 The flowchart of the obstacle and derailment detection method according to an embodiment of the present disclosure is schematically shown;

[0030] Figure 13 A schematic diagram schematically illustrates a train according to an embodiment of the present disclosure; and

[0031] Figure 14 The following schematically shows a flow chart of an obstacle and derailment detection method according to another embodiment of the present disclosure. DETAILED DESCRIPTION

[0032] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. However, it should be understood that these descriptions are merely exemplary and are not intended to limit the scope of the present disclosure. In the detailed description below, for ease of explanation, many specific details are set forth to provide a comprehensive understanding of the embodiments of the present disclosure. However, it is apparent that one or more embodiments may also be implemented without these specific details. In addition, in the following description, descriptions of well-known structures and technologies are omitted to avoid unnecessary confusion of the concepts of the present disclosure.

[0033] The terms used herein are only for describing specific embodiments and are not intended to limit the present disclosure. The terms "comprise," "include," etc. used herein indicate the presence of the features, steps, operations, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, or components.

[0034] All terms used herein (including technical and scientific terms) have the meanings commonly understood by those skilled in the art unless otherwise defined. It should be noted that the terms used herein should be interpreted as having a meaning consistent with the context of this specification and should not be interpreted in an idealized or overly rigid manner.

[0035] When expressions such as "at least one of A, B and C, etc." are used, they should generally be interpreted in accordance with the meaning of the expression commonly understood by those skilled in the art (for example, "a system having at least one of A, B and C" should include but is not limited to a system having A alone, B alone, C alone, A and B, A and C, B and C, and / or A, B, C, etc.).

[0036] Rail transit is a high-density, high-speed mode of transportation. Although relevant technologies ensure close monitoring of trains during operation, unexpected operating conditions can still adversely affect operational safety. Obstacles on the tracks are particularly detrimental to operational safety. If an obstacle collision or derailment occurs and emergency braking is not implemented in a timely manner, it can cause a major train accident and significant losses. Therefore, a safe and reliable obstacle and derailment detection system is urgently needed.

[0037] In view of this, the embodiments of the present disclosure provide an obstacle and derailment detection system, method, and train, which can be applied to the field of vehicle technology. The above-mentioned system includes: a contact detection beam, which is arranged at the bottom of the train and is suspended horizontally above the track surface; a detection module, which includes: a first obstacle detection sensor, a first derailment detection sensor, a second obstacle detection sensor, and a second derailment detection sensor, all of which are installed on the contact detection beam; a first power module, wherein the output end of the first power module is connected to the input end of the first obstacle detection sensor and the input end of the first derailment detection sensor; a second power module, wherein the output end of the second power module is connected to the input end of the second obstacle detection sensor and the input end of the second derailment detection sensor; and a host control module, wherein the input end of the host control module is connected to the output ends of the first obstacle detection sensor, the first derailment detection sensor, the second obstacle detection sensor, and the second derailment detection sensor, respectively, for outputting a target detection signal.

[0038] Figure 1 The following schematically shows an application scenario diagram of the obstacle and derailment detection system according to an embodiment of the present disclosure.

[0039] like Figure 1 As shown, the train 100 is provided with a contact detection beam 101 , a left obstacle detection sensor 102 , a left derailment detection sensor 103 , a right obstacle detection sensor 104 , a right derailment detection sensor 105 and a system host 106 .

[0040] Among them, the left obstacle detection sensor 102 and the left derailment detection sensor 103 are installed on the left side of the contact detection beam 101, and the right obstacle detection sensor 104 and the right derailment detection sensor 105 are installed on the right side of the contact detection beam 101. The left obstacle detection sensor 102, the left derailment detection sensor 103, the right obstacle detection sensor 104 and the right derailment detection sensor 105 can be connected to the system host 106 via a communication link or a transmission line, so that the system host 106 can detect the track status in real time.

[0041] It should be understood that Figure 1 The number of the left side obstacle detection sensor, the left side derailment detection sensor, the right side obstacle detection sensor and the right side derailment detection sensor is merely schematic. According to the realization needs, any number of the left side obstacle detection sensor, the left side derailment detection sensor, the right side obstacle detection sensor and the right side derailment detection sensor can be provided.

[0042] Figure 2 A schematic diagram of an obstacle and derailment detection system according to an embodiment of the present disclosure is schematically shown.

[0043] like Figure 2As shown, the obstacle and derailment detection system 200 may include a contact detection beam, a detection module 210 , a first power module 220 , a second power module 230 , and a host control module 240 .

[0044] The contact detection beam can be set at the bottom of the train and suspended horizontally above the track surface.

[0045] The detection module 210 may include a first obstacle detection sensor 211, a first derailment detection sensor 212, a second obstacle detection sensor 213, and a second derailment detection sensor 214. The first obstacle detection sensor 211, the first derailment detection sensor 212, the second obstacle detection sensor 213, and the second derailment detection sensor 214 may all be mounted on a contact detection beam.

[0046] According to the embodiments of the present disclosure, the positions of the first obstacle detection sensor 211 and the second obstacle detection sensor 213 relative to the train can be selected based on actual circumstances and are not limited herein. For example, the first obstacle detection sensor 211 and the second obstacle detection sensor 213 can both be located on the left side of the train, or both on the right side of the train, or one on the left side and the other on the right side of the train.

[0047] According to an embodiment of the present disclosure, the first derailment detection sensor 212 and the second derailment detection sensor 214 can be selected relative to the position of the train according to actual conditions, and are not limited thereto. For example, the first derailment detection sensor 212 and the second derailment detection sensor 214 can both be located on the left side of the train, or both be located on the right side of the train, or one can be located on the left side of the train and the other on the right side of the train.

[0048] According to an embodiment of the present disclosure, each of the first obstacle detection sensor 211, the first derailment detection sensor 212, the second obstacle detection sensor 213 and the second derailment detection sensor 214 can be provided with at least one normally open contact and at least one normally closed contact, which can effectively avoid the effects caused by contact adhesion and contact sticking.

[0049] An output terminal of the first power module 220 may be connected to an input terminal of the first obstacle detection sensor 211 and an input terminal of the first derailment detection sensor 212 .

[0050] An output terminal of the second power module 230 may be connected to an input terminal of the second obstacle detection sensor 213 and an input terminal of the second derailment detection sensor 214 .

[0051] According to an embodiment of the present disclosure, the first power module 220 can provide power to the first obstacle detection sensor 211 and the first derailment detection sensor 212. The second power module 230 can provide power to the second obstacle detection sensor 213 and the second derailment detection sensor 214. The first power module 220 and the second power module 230 can jointly provide power to the host control module 240.

[0052] An input end of the host control module 240 may be connected to output ends of the first obstacle detection sensor 211 , the first derailment detection sensor 212 , the second obstacle detection sensor 213 , and the second derailment detection sensor 214 , respectively, for outputting target detection signals.

[0053] For example, when the first obstacle detection sensor 211 includes at least one normally open contact and at least one normally closed contact, and the first obstacle detection sensor 211 detects no obstacle, the normally open contact corresponding to the first obstacle detection sensor 211 is open, and the normally closed contact is closed. When the first obstacle detection sensor 211 detects an obstacle, the normally open contact corresponding to the first obstacle detection sensor 211 is closed, and the normally closed contact is open. The host control module 240 controls the output by monitoring the status of the sensor contacts corresponding to the first obstacle detection sensor 211. When the normally open contact is open and the normally closed contact is closed, a low-level output indicates no obstacle is detected; otherwise, a high-level output indicates an obstacle is detected.

[0054] According to an embodiment of the present disclosure, the target detection signal represents a signal reflecting whether the train is derailed or contacts an obstacle.

[0055] According to the embodiments of the present disclosure, by providing multiple obstacle detection sensors, derailment detection sensors and power supply modules, when one sensor of the same type fails, the detection module can still be used normally, thereby improving the reliability of the detection module; by providing multiple power supply modules, when any power supply module fails, obstacles and derailment can be detected by another power supply module and the sensor powered by it, further improving the reliability of the power supply module and the detection module; finally, the host control module judges the detection results of the multiple sensors and outputs a target detection signal. When an obstacle or train derailment is detected, the target detection signal can be output in time to perform further operations, thereby ensuring the safety of passengers.

[0056] According to an embodiment of the present disclosure, Figure 1By configuring multiple power modules to power multiple sensors of the same type, you can ensure independent power supply for each sensor. Even if one power supply fails, the system will not lose functionality. Furthermore, minimizing the number of shared power supplies reduces the risk of simultaneous failure of two power modules due to short circuits or overcurrent in downstream circuits.

[0057] Figure 3 The figure schematically shows a schematic diagram of an obstacle and derailment detection system according to another embodiment of the present disclosure.

[0058] like Figure 3 As shown, the obstacle and derailment detection system 300 includes a contact detection beam, a detection module 310, a first power module 320, a second power module 330, and a host control module 340. The detection module 310 may include a first obstacle detection sensor 311, a first derailment detection sensor 312, a second obstacle detection sensor 313, and a second derailment detection sensor 314.

[0059] exist Figure 3 In the embodiment, the detection module 310, the first power module 320 and the second power module 330 are respectively Figure 2 The detection module 210, the first power module 220 and the second power module 230 have similar structures and functions. The first obstacle detection sensor 311, the first derailment detection sensor 312, the second obstacle detection sensor 313 and the second derailment detection sensor 314 are respectively Figure 2 The first obstacle detection sensor 211, the first derailment detection sensor 212, the second obstacle detection sensor 213 and the second derailment detection sensor 214 have similar structures and functions. For the sake of simplicity, the same parts of this disclosure are not repeated here.

[0060] exist Figure 3 In the embodiment, the host control module 340 may include a first main control submodule 341 , a second main control submodule 342 and a judgment submodule 343 .

[0061] The input end of the first main control submodule 341 can be connected to the output end of the first obstacle detection sensor 311, the output end of the first derailment detection sensor 312, the output end of the second obstacle detection sensor 313, the output end of the second derailment detection sensor 314 and the output end of the first power submodule 320.

[0062] The input end of the second main control submodule 342 can be connected to the output end of the first obstacle detection sensor 311 , the output end of the first derailment detection sensor 312 , the output end of the second obstacle detection sensor 313 , the output end of the second derailment detection sensor 314 , and the output end of the second power supply submodule 330 .

[0063] The input end of the determination submodule 343 can be connected to the output end of the first main control submodule 341, the output end of the second main control submodule 342, the output end of the first power module 320, and the output end of the second power module 330. The determination submodule 343 can be configured to output a target detection signal based on the detection signal output by the first main control submodule 341 and the detection signal output by the second main control submodule 342.

[0064] According to an embodiment of the present disclosure, the detection signal represents a signal reflecting whether the train is derailed or contacts an obstacle.

[0065] According to an embodiment of the present disclosure, the first main control module 341 and the second main control module 342 can respectively collect signals output by the first obstacle detection sensor 311, the first derailment detection sensor 312, the second obstacle detection sensor 313, and the second derailment detection sensor 314, so that the final target detection signal is obtained through judgment by the judgment submodule 343 to determine whether to perform subsequent operations.

[0066] According to an embodiment of the present disclosure, the first power module 320 can provide power to the first obstacle detection sensor 311, the first derailment detection sensor 312, and the first main control submodule 341. The second power module 330 can provide power to the second obstacle detection sensor 313, the second derailment detection sensor 314, and the second main control submodule 342. The first power module 320 and the second power module 330 can jointly provide power to the determination submodule 343.

[0067] According to the embodiment of the present disclosure, by providing multiple main control submodules, when one main control submodule fails, the output signals of the obstacle sensor and the derailment detection sensor can be obtained through other main control submodules, making the obstacle and derailment detection system more reliable.

[0068] According to an embodiment of the present disclosure, the judgment submodule uses the first power module 320 and the second power module 330 simultaneously, which can ensure that even if one of the power supplies fails, the system judgment function will not be lost.

[0069] Figure 4 The figure schematically shows a schematic diagram of an obstacle and derailment detection system according to another embodiment of the present disclosure.

[0070] like Figure 4 As shown, the obstacle and derailment detection system 400 may include a contact detection beam, a detection module 410, a first power module 420, a second power module 430, and a host control module 440. The host control module 440 may include a first main control submodule 441, a second main control submodule 442, and a judgment submodule 443.

[0071] exist Figure 4 In the embodiment, the detection module 410, the first power module 420 and the second power module 430 are respectively Figure 3 The detection module 310, the first power module 320 and the second power module 330 have similar structures and functions. For the sake of simplicity, the same parts are not repeated here in this disclosure.

[0072] exist Figure 4 In the embodiment, the first main control submodule 441 may include a first input circuit 4411 and a first main control unit 4412 . The second main control submodule 442 may include a second input circuit 4421 and a second main control unit 4422 .

[0073] The input end of the first input circuit 4411 and the input end of the second input circuit 4421 can both be connected to the output end of the first obstacle detection sensor 411, the output end of the first derailment detection sensor 412, the output end of the second obstacle detection sensor 413, the output end of the second derailment detection sensor 414 and the output end of the first power submodule 420.

[0074] An input terminal of the first main control unit 4412 may be connected to an output terminal of the first input circuit 4411 . An input terminal of the second main control unit 4422 may be connected to an output terminal of the second input circuit 4421 .

[0075] According to the embodiment of the present disclosure, the number of the first obstacle detection sensors 411 , the number of the first derailment detection sensors 412 , the number of the second obstacle detection sensors 413 , and the number of the second derailment detection sensors 414 can be selected according to actual conditions and are not limited here.

[0076] For example, the number of the first obstacle detection sensors 411, the number of the first derailment detection sensors 412, the number of the second obstacle detection sensors 413, and the number of the second derailment detection sensors 414 can all be 1, 2, or 3, etc.

[0077] For example, the number of first obstacle detection sensors 411, the number of first derailment detection sensors 412, the number of second obstacle detection sensors 413, and the number of second derailment detection sensors 414 can all be 2. The first obstacle detection sensors 411 can include 1 left obstacle detection sensor and 1 right obstacle detection sensor, and the first derailment detection sensors 412 can include 1 left derailment detection sensor and 1 right derailment detection sensor. The second obstacle detection sensors 413 can include 2 left obstacle detection sensors and 2 right obstacle detection sensors. The second derailment detection sensors 414 can include 2 left derailment detection sensors and 2 right derailment detection sensors. The left side indicates the left side of the train, and the right side indicates the right side of the train.

[0078] According to the embodiment of the present disclosure, the number of the first input circuit 4411 and the second input circuit 4421 can be selected according to actual conditions and is not limited here. For example, the number of the first input circuit 4411 and the second input circuit 4421 can both be 1, 2, or 3.

[0079] For example, the number of the first input circuit 4411 and the number of the second input circuit 4421 may both be 2. The first input circuit 4411 may include an input circuit A1 and an input circuit A2. The second input circuit 4421 may include an input circuit B1 and an input circuit B2.

[0080] According to the embodiment of the present disclosure, the number of the first main control submodule 441 and the second main control submodule 442 can be selected according to actual conditions and is not limited here. For example, the number of the first main control submodule 441 and the second main control submodule 442 can both be 1, 2, or 3.

[0081] For example, the number of the first main control submodule 441 and the number of the second main control submodule 442 can both be 2. The first main control submodule 441 can include a main control submodule A1 and a main control submodule A2. The second main control submodule 442 can include a main control submodule B1 and a main control submodule B2.

[0082] According to the embodiment of the present disclosure, the detection results of the first obstacle detection sensor and the second obstacle detection sensor, as well as the detection results of the first derailment detection sensor and the second derailment detection sensor, can be obtained through the first input circuit and the second input circuit, and converted into digital signals by the corresponding main control unit and sent to the judgment submodule for comparison to obtain a target detection signal. In this way, more reliable obstacle detection results and derailment object detection results can be obtained relatively quickly, thereby ensuring the safety of the train.

[0083] Figure 5 The figure schematically shows a schematic diagram of an obstacle and derailment detection system according to another embodiment of the present disclosure.

[0084] According to an embodiment of the present disclosure, Figure 5 Obstacle and derailment detection system 500 and Figure 4 The derailment detection system 400 in FIG. 1 has similar structure and function. For the sake of brevity, the same parts are not repeated here in this disclosure.

[0085] like Figure 5As shown, the obstacle and derailment detection system 500 may include a contact detection beam, a detection module, a first power module 520, a second power module 530, and a host control module. The host control module may include a first main control submodule and a second main control submodule. The detection module may include a first obstacle detection sensor 511, a second obstacle detection sensor 513, a first derailment detection sensor and a second derailment detection sensor. The first main control submodule may include a first input circuit 5411 and a first main control unit 5412. The second main control submodule may include a second input circuit 5421 and a second main control unit 5422.

[0086] According to an embodiment of the present disclosure, the first obstacle detection sensor 511 and the second obstacle detection sensor 513 may both be located on the left side of the train, or may both be located on the right side of the train.

[0087] like Figure 5 As shown, the first obstacle detection sensor 511 and the second obstacle detection sensor 513 each include at least one normally open contact and at least one normally closed contact.

[0088] Each of the first input circuit 5411 and the second input circuit 5421 can be configured to output a first status signal for each sensor connected to the input circuit when the normally open contact of the sensor is in an open state and the normally closed contact is in a closed state. A second status signal can be output when the normally open contact of the sensor is in a closed state and the normally closed contact is in an open state. A third status signal can be output when both the normally open and normally closed contacts of the sensor are in a closed state or both are in an open state.

[0089] According to an embodiment of the present disclosure, the first state signal, the second state signal, and the third state signal may be, for example, digital signals. The first state signal indicates that the corresponding sensor is operating normally and has not detected an obstacle or derailment, and may be, for example, 0. The second state signal indicates that the corresponding sensor is operating normally and has detected an obstacle or derailment, and may be, for example, 1. The third state signal indicates that the corresponding sensor is in an abnormal state, and may be, for example, X, where X represents any positive integer other than 1 and 0.

[0090] The first main control unit 5412 may be configured to output a first obstacle detection signal based on status information related to the contact state of the first obstacle detection sensor 511 and the contact state of the second obstacle detection sensor 513 output by the first input circuit 5411 .

[0091] The first main control unit 5412 may also be configured to output a first derailment object detection signal based on status information related to the contact state of the first derailment detection sensor and status information related to the contact state of the second derailment detection sensor output by the first input circuit 5411 .

[0092] The second main control unit 5422 may be configured to output a second obstacle detection signal based on status information related to the contact state of the first obstacle detection sensor 511 and the contact state of the second obstacle detection sensor 513 output by the second input circuit 5421 .

[0093] The second main control unit 5422 may also be configured to output a second derailment object detection signal based on status information related to the contact state of the first derailment detection sensor and status information related to the contact state of the second derailment detection sensor output by the second input circuit 5421 .

[0094] According to an embodiment of the present disclosure, the first obstacle detection signal, the first derailment object detection signal, the second obstacle detection signal, and the second derailment object detection signal can be electronic signals. It can be stipulated that a signal value of 0 indicates that there is no obstacle on the track, a signal value of 1 indicates that there is an obstacle on the track, and a signal value that is a positive integer other than 0 and 1 can indicate that the corresponding obstacle detection sensor is in an abnormal state.

[0095] For example, you can Figure 5 Taking the first obstacle detection sensor 511 and the second obstacle detection sensor 513 in FIG as an example, assume that the signal collected by the first main control unit 5412 from the normally open contact of the first obstacle detection sensor 512 is A11, the signal collected by the first main control unit 5412 from the normally closed contact of the first obstacle detection sensor 512 is A12, the signal collected by the first main control unit 5412 from the normally open contact of the second obstacle detection sensor 513 is A21, and the signal collected by the first main control unit 5412 from the normally closed contact of the second obstacle detection sensor 513 is A22. The signal collected by the second main control unit 5422 from the normally open contact of the first obstacle detection sensor 511 is B11, the signal collected by the second main control unit 5422 from the normally closed contact of the first obstacle detection sensor 511 is B12, the signal collected by the second main control unit 5422 from the normally open contact of the second obstacle detection sensor 513 is B21, and the signal collected by the second main control unit 5422 from the normally closed contact of the second obstacle detection sensor 513 is B22.

[0096] For either the first obstacle detection sensor 511 or the second obstacle detection sensor 513, the normal state of the obstacle detection sensor when it detects no obstacle is that the normally open contact is open and the normally closed contact is closed. In this case, the collected signals are A11 = 0, A21 = 0, B11 = 0, B21 = 0, A12 = 1, A22 = 1, B12 = 1, and B22 = 1. The normal state of the obstacle detection sensor when it detects an obstacle is that the normally open contact is closed and the normally closed contact is open. In this case, the collected signals are A11 = 1, A21 = 1, B11 = 1, B21 = 1, A12 = 0, A22 = 0, B12 = 0, and B22 = 0.

[0097] The following will be passed Figure 6 To explain the use of Figure 5 The obstacle and derailment detection system 500 processes the first obstacle detection signal, the first derailment detection signal, the second obstacle detection signal, and the second derailment detection signal.

[0098] Figure 6 The flowchart of the obstacle and derailment detection system processing the detection signal according to the embodiment of the present disclosure is schematically shown.

[0099] like Figure 6 As shown, whether there is an obstacle on the track can be judged through three levels of judgment. The first level is introduced using A11 and A12 as examples. The A1 value can be obtained by judging through signals A11 and A12.

[0100] According to the disclosed embodiment, the system can output high and low levels to the corresponding input circuits based on A11 and A12. When the value of A11 is 1, it can output a high level, otherwise it can output a low level. Alternatively, when the value of A11 is 1, it can output a low level, otherwise it can output a high level. This application does not impose any restrictions on this. The input circuit collects the high and low level signals and converts them into digital quantities for the next step of judgment.

[0101] For example, if A1 = 0 indicates that the corresponding obstacle sensor is in a normal state with no obstacles, A1 = 1 indicates that the corresponding obstacle sensor is in a normal state with an obstacle, and A1 = X indicates that the corresponding obstacle sensor is in an abnormal state. X can be any positive integer other than 0 or 1. The states of A1 can be as shown in Table 1 below.

[0102]

[0103] Table 1

[0104] As shown in Table 1, when A11 = 0 and A12 = 1, that is, the normally open contact is open and the normally closed contact is closed, the first obstacle detection sensor 511 is in normal operation and no obstacle is detected, and the first input circuit 5411 outputs a first status signal. When A11 = 1 and A12 = 0, that is, the normally open contact is closed and the normally closed contact is open, the first obstacle detection sensor 511 is in normal operation and an obstacle is detected, and the first input circuit 5411 outputs a second status signal. When A11 = 0 and A12 = 0, that is, both the normally open contact and the normally closed contact are open, the first obstacle detection sensor 511 is in an abnormal state. When A11 = 1 and A12 = 1, that is, both the normally open contact and the normally closed contact are closed, the first obstacle detection sensor 511 is in an abnormal state, and the first input circuit 5411 outputs a third status signal.

[0105] According to the disclosed embodiment, the second-level judgment is described using A1 and A2 as examples. The value A can be obtained from A1 and A2, where A represents the first obstacle detection signal output by the first main control unit 5412, A1 represents the status signal output by the first input circuit 5411, and A2 represents the status signal output by the second input circuit 5421. Assume that A = 0 indicates no obstacle, A = 1 indicates an obstacle, and A = X indicates that both the first obstacle detection sensor 511 and the second obstacle detection sensor 512 are abnormal. X can be any positive integer other than 0 or 1. The state of A can be as shown in Table 2 below.

[0106] Serial number Al A2 A 1 0 0 0 2 0 1 1 3 0 X 0 4 1 0 1 5 1 1 1 6 1 X 1 7 X 0 0 8 X 1 1 9 X X X

[0107] Table 2

[0108] As shown in Table 2, when A1=0 and A2=0, that is, the first main control unit detects that the first obstacle detection sensor 511 is in normal state and no obstacle is detected, and the second obstacle detection sensor 513 is in normal state and no obstacle is detected, then the first main control unit 5412 considers that no obstacle is detected.

[0109] When A1=0 and A2=1, that is, the first main control unit detects that the first obstacle detection sensor 511 is normal and does not detect an obstacle, and the second obstacle detection sensor 513 is normal and detects an obstacle, the first main control unit 5412 determines that an obstacle is detected.

[0110] When A1=0 and A2=X, that is, the first main control unit detects that the first obstacle detection sensor 511 is in normal state and no obstacle is detected, and the second obstacle detection sensor 513 is in abnormal state, the first main control unit 5412 determines that no obstacle is detected.

[0111] When A1=X and A2=X, that is, the first main control unit detects that the first obstacle detection sensor 511 and the second obstacle detection sensor 513 are abnormal, the first main control unit 5412 determines that both the first obstacle detection sensor and the second obstacle detection sensor are abnormal.

[0112] According to the disclosed embodiments, the third level is described using A and B as an example. Target detection signal 520 can be obtained based on the values ​​of A and B, where A represents the first obstacle detection signal output by first main control unit 5412, and B represents the second obstacle detection signal output by second main control unit 5422. Assume that A = 0 or B = 0 indicates no obstacle, A = 1 or B = 1 indicates an obstacle, and A = X or B = X indicates both the first obstacle detection sensor 511 and the second obstacle detection sensor 513 are abnormal. X can be any positive integer other than 0 or 1. Target detection signal 520 can then be as shown in Table 3 below.

[0113]

[0114] Table 3

[0115] According to an embodiment of the present disclosure, EB represents an abnormal signal, which can be divided into a signal corresponding to a detected obstacle, a signal corresponding to a derailment, an abnormal signal of an obstacle detection sensor, and an abnormal signal of a derailment detection sensor.

[0116] As shown in Table 3, when A=0 and B=0, that is, the first main control unit 5412 believes that no obstacle is detected, and the second main control unit 5422 believes that no obstacle is detected, the judgment submodule determines not to output EB.

[0117] When A=0 and B=X, that is, the first main control unit 5412 believes that no obstacle is detected and the second main control unit 5422 believes that the obstacle detection sensor is in an abnormal state, no EB is output.

[0118] When A=1 and B=X, that is, the first main control unit 5412 believes that an obstacle is detected and the second main control unit 5422 believes that the obstacle detection sensor is in an abnormal state, it outputs EB.

[0119] When A=X and B=X, that is, the first main control unit 5412 considers that the obstacle detection sensor is abnormal, and the second main control unit 5422 considers that the obstacle detection sensor is abnormal, EB is output.

[0120] According to the disclosed embodiments, by providing each sensor with at least one normally open contact and at least one normally closed contact, the effects of contact sticking and contact jamming are effectively avoided. By designing multiple power modules, multiple obstacle detection sensors, multiple derailment detection sensors, and multiple main control units, if any module or sensor is in an abnormal state, it can be replaced by a module or sensor with the same function to ensure the safe operation of the train, thereby ensuring the safety of passengers and further improving system reliability.

[0121] Figure 7 The figure schematically shows a schematic diagram of an obstacle and derailment detection system according to another embodiment of the present disclosure.

[0122] like Figure 7 As shown, the obstacle and derailment detection system 700 may include a video monitoring module 701, a contact detection beam and detection module 702, a host control module 703, an emergency braking module 704, a third power supply module 705, a communication module 706, a remotely operable circuit breaker 707, a forward camera 708, a vehicle-to-ground wireless transmission channel 709 and a power supply module 710, wherein the power supply module 710 may include a first power supply module, a second power supply module and a third power supply module 705.

[0123] Figure 7 The detection module and host monitoring module 703 in Figure 2 The detection module 210 and the host control module 240 have similar structures and functions. For the sake of simplicity, the same parts are not repeated here in this disclosure.

[0124] exist Figure 7 In the embodiment, the input end of the video monitoring module 701 can be connected to the output end of the host control module 703 to monitor the train track status and generate an operation monitoring video. At the same time, when the target detection signal indicates that the train is derailed or there is an obstacle, in response to the target detection signal, the operation monitoring video with a preset time length from the moment the target detection signal is received is sent to the remote operation control center 720.

[0125] The video monitoring module 701 can be connected to the forward-facing camera 708 and can obtain the train running status video collected in real time by the forward-facing camera 708.

[0126] According to the embodiment of the present disclosure, the preset duration can be selected according to the actual situation and is not limited here. For example, the preset duration can be 2 minutes, 5 minutes or 15 minutes, etc.

[0127] The output end of the third power supply module 705 can be connected to the input end of the video monitoring module 701 .

[0128] According to an embodiment of the present disclosure, the power supply module 710 can obtain a first power supply module, a second power supply module and a third power supply module 705 through level conversion, so as to use the first power supply module, the second power supply module and the third power supply module 705 to power the detection module, the host control module 703 and the video monitoring module 706.

[0129] The host control module 703 can be connected to the remotely operable circuit breaker 707, the communication module 706, the video monitoring module 701, and the emergency brake module 704. The remotely operable circuit breaker 707 can be electrically connected to the power module 710 and the communication module 706. The communication module 706 is electrically connected to the vehicle-to-ground wireless transmission channel 709.

[0130] According to the embodiments of the present disclosure, the communication module can be selected according to actual conditions and is not limited here. For example, the communication module can be a TCMS system (Train Control and Management System).

[0131] According to an embodiment of the present disclosure, the power supply module 710 can supply power to the host control module 703 through the remotely operable circuit breaker 707. When the operation control center 720 determines that the system has crashed, the operation control center 720 can remotely send instructions to the communication module 706 through the vehicle-to-ground wireless transmission channel 709. The communication module 706 controls the remotely operable circuit breaker 707 to open for a certain period of time and then close it, so that the host control module 703 is powered on again, which can improve the efficiency of fault handling.

[0132] According to the embodiment of the present disclosure, the host control module 703 is connected to the video monitoring module 701, so that when the host control module 703 detects an obstacle or derailment based on the detection signal detected by the detection module, the host control module 703 can send a control signal to the video monitoring module 701. According to the control signal, the video monitoring module 703 sends the monitoring video collected by the front-facing cameras 708 of the head and tail vehicles stored within a certain time before and after the obstacle or derailment is detected to the operation control center 720 for confirmation through the vehicle-ground wireless transmission channel 709, and identifies abnormal situations to improve the efficiency of fault handling, so as to avoid relevant personnel getting on the train for confirmation, thereby causing train delays, passenger clearance and other accidents.

[0133] According to an embodiment of the present disclosure, the host control module 703 is electrically connected to the emergency brake module 704. When the host control module 703 detects an obstacle or derailment based on the detection signal detected by the detection module, the emergency brake module 704 can be controlled to brake the train to ensure the safe operation of the train and thus ensure the safety of the passengers.

[0134] According to an embodiment of the present disclosure, the host control module 703 is further provided with a reset button for resetting the system. For example, after handling an obstacle or derailment fault, the system can be reset by pressing the reset button, thereby allowing the train to operate normally.

[0135] According to an embodiment of the present disclosure, the system host EB interface has a hold function. When the system detects an obstacle or derailment and outputs EB, even if the obstacle or derailment signal disappears, the system host will maintain the EB output until the system is reset or powered off and restarted.

[0136] Figure 8 The figure schematically shows a schematic diagram of an obstacle and derailment detection system according to another embodiment of the present disclosure.

[0137] like Figure 8 As shown, the obstacle and derailment detection system 800 includes a contact detection beam, a detection module 810, a first power module 820, a second power module 830, a host control module 840, and an emergency brake module 850. The detection module 810 may include a first obstacle detection sensor 811, a first derailment detection sensor 812, a second obstacle detection sensor 813, and a second derailment detection sensor 814. The host control module 840 may include a first main control submodule 841, a second main control submodule 842, and a judgment submodule 843.

[0138] exist Figure 8 In the embodiment, the detection module 810, the first power module 820, the second power module 830 and the host control module 840 are respectively Figure 3 The detection module 310, the first power module 320, the second power module 330 and the host control module 340 have similar structures and functions. The first obstacle detection sensor 811, the first derailment detection sensor 812, the second obstacle detection sensor 813 and the second derailment detection sensor 814 are respectively Figure 3 The first obstacle detection sensor 311, the first derailment detection sensor 312, the second obstacle detection sensor 313 and the second derailment detection sensor 314 have similar structures and functions. The first main control submodule 841, the second main control submodule 842 and the judgment submodule 843 are respectively Figure 3 The first main control submodule 341, the second main control submodule 342 and the judgment submodule 343 have similar structures and functions. For the sake of simplicity, the same parts of this disclosure are not repeated here.

[0139] exist Figure 8In the embodiment, the input end of the emergency brake module 850 can be connected to the output end of the first main control submodule 841, the output end of the second main control submodule 842, the output end of the first power supply module 820, and the output end of the second power supply module 830. The emergency brake module 850 can be used to control the operating state of the train based on the detection signal output by the first main control submodule 841 and the detection signal output by the second main control submodule 842.

[0140] The emergency braking module 850 may include a first driving submodule 851 , a second driving submodule 852 , and a switch submodule.

[0141] The input of the first driver module 851 can be connected to the output of the first power module 820 and the output of the first main control module 841. The input of the second driver module 852 can be connected to the output of the second power module 830 and the output of the second main control module 842.

[0142] The switch submodule can include a first switch 8531 and a second switch 8532. The first switch 8531 and the second switch 8532 are connected in parallel. The first switch 8531 is connected to the output of the first driver submodule 851 and the output of the second driver submodule 852. The second switch 8532 is connected to the output of the first driver submodule 851 and the output of the second driver submodule 852. The switch submodule is connected in series with an emergency brake relay that controls the train's operating status.

[0143] For example, in Figure 8 In the embodiment, the output terminal EB1- of the first switch 8531 can be connected to the positive pole of the coil of the emergency brake relay, and the input terminal EB2+ of the second switch 8532 can be connected to the negative pole of the coil of the emergency brake relay, so as to realize the series connection of the switch submodule and the emergency brake relay that controls the operating status of the train.

[0144] According to the embodiment of the present disclosure, by connecting the emergency brake module with the first main control submodule and the second main control submodule, the emergency brake module can accurately identify and judge derailment or the presence of obstacles on the track based on the detection signals sent by the first main control module and the second main control module at the same time, and after derailment occurs or an obstacle appears on the track, the operating status of the train can be directly and promptly controlled, thereby avoiding accidents and ensuring the safety of passengers.

[0145] According to the embodiments of the present disclosure, since the input end of the first driver submodule is connected to the output end of the first power module and the output end of the first main control submodule, and the input end of the second driver submodule is connected to the output end of the second power module and the output end of the second main control submodule, when any power module fails, obstacles and derailment can be detected by the other power module and the sensor powered by it, and the detection signal is output by the corresponding driver submodule, thereby improving the reliability of the power module and the driver submodule.

[0146] According to an embodiment of the present disclosure, the first switch and the second switch included in the switch submodule are connected in parallel, the first switch is connected to the output end of the first driver submodule and the output end of the second driver submodule, and the second switch is connected to the output end of the first driver submodule and the output end of the second driver submodule, so that the first switch and the second switch can both be closed based on the signals output by the first driver submodule and the second driver submodule at the same time. The action of the first switch and the second switch is more accurate, so that the switch submodule can control the emergency brake relay that controls the running status of the train more timely and accurately, and then control the running status of the train in a timely and accurate manner, thereby avoiding accidents and ensuring the safety of passengers.

[0147] Figure 9 The figure schematically shows a schematic diagram of an emergency brake control circuit according to an embodiment of the present disclosure.

[0148] like Figure 9 As shown, taking the emergency brake control circuit of the lead car as an example, the emergency brake circuit breaker 901 is normally closed, and the emergency brake circuit breaker 901 is opened when the train system is in a short-circuit state.

[0149] After the driver inserts the key to start the train, the normally open contact of the cab occupancy relay 902 is closed, and correspondingly, the normally closed contact of the cab occupancy relay 902 is disconnected. The local bypass switch 903, the double-end bypass switch 904, and the remote bypass switch 905 are disconnected when the train is running. The contact obstacle detection system host EB1 interface 906 and the contact obstacle detection system host EB2 interface 908 are closed when the train is running. When an emergency occurs, they are both disconnected, causing the emergency brake relay 907 to disconnect, thereby causing the brake system of the train at the end where the current driver inserts the key to perform emergency braking. Among them, the contact obstacle detection system host EB1 interface 906 can be Figure 8 The output terminal EB1- of the first switch 8531 in the contact obstacle detection system host EB2 interface 908 can be Figure 8 The input terminal EB2+ of the second switch 8532 is connected in series to realize the series connection of the switch submodule and the emergency brake relay that controls the running status of the train.

[0150] According to an embodiment of the present disclosure, the local bypass switch 903, the double-end bypass switch 904, and the remote bypass switch 905 can also be integrated into a single switch. The local bypass switch 903, the double-end bypass switch 904, and the remote bypass switch 905 are used to short-circuit the EB interface of the contact obstacle detection system host to prevent emergency braking failure and urgently restore train operation. For example, the local bypass switch 903 is used to short-circuit the EB1 interface 906 of the contact obstacle detection system host, the remote bypass switch 905 is used to short-circuit the EB2 interface 908 of the contact obstacle detection system host, and the double-end bypass switch 904 is used to simultaneously short-circuit the EB1 interface 906 and the EB2 interface 908 of the contact obstacle detection system host.

[0151] For example, when an obstacle disappears or an obstacle is detected incorrectly, the driver can choose to close the switch at the corresponding end to short-circuit the corresponding interface and urgently resume train operation.

[0152] Figure 10 The figure schematically shows a schematic diagram of an emergency brake control circuit according to another embodiment of the present disclosure.

[0153] like Figure 10 As shown, taking the emergency brake control circuit of the lead car as an example, the emergency brake circuit breaker 1001 is closed under normal circumstances. After the driver inserts the key, the normally open contact of the train activation relay 1002 is energized and closed, and the normally closed contact of the train activation relay 1002 is disconnected. The contact obstacle detection system host EB1 interface 1003 and the contact obstacle detection system host EB2 interface 1004 are closed when the train is running, then the obstacle detection relay A1006 and the obstacle detection relay B1007 are energized and closed, thereby energizing the emergency brake relay 1005. Among them, the contact obstacle detection system host EB1 interface 1003 can be Figure 8 The output terminal EB1- of the first switch 8531 in the contact obstacle detection system host EB2 interface 1004 can be Figure 8 The input terminal EB2+ of the second switch 8532 in the circuit is connected in parallel to the switch submodule and the emergency brake relay that controls the running status of the train.

[0154] When an emergency occurs, the contact obstacle detection system host EB1 interface 1003 and the contact obstacle detection system host EB2 interface 1004 are both disconnected, and the obstacle detection relay A1006 and the obstacle detection relay B1007 lose power and disconnect, thereby causing the emergency brake relay 1005 to lose power and disconnect, causing the brake system of the train at the end where the driver currently inserts the key to perform emergency braking.

[0155] exist Figure 10 In the process, when either the EB1 interface 1003 of the contact obstacle detection system host or the EB2 interface 1004 of the contact obstacle detection system host sends an EB signal, causing the obstacle detection relay A1006 or the obstacle detection relay B1007 to lose power, both will trigger the emergency brake relay 1005 to lose power, so that the brake system of the train at the end where the current driver inserts the key will perform emergency braking.

[0156] According to an embodiment of the present disclosure, the bypass switch 1008 is used to short-circuit the obstacle detection relay interface to prevent emergency braking failure and urgently resume train operation.

[0157] Figure 11 A schematic diagram of an obstacle and derailment detection system according to another embodiment of the present disclosure is schematically shown.

[0158] exist Figure 11 In the example, the obstacle and derailment detection system 1100 is relatively Figure 8 The obstacle and derailment detection system 800 in the present invention has two additional obstacle detection sensors and two derailment detection sensors, as well as two additional input circuits, two host control modules, and two output circuits.

[0159] exist Figure 11 In the example, both the left obstacle detection sensor 1 and the right obstacle detection sensor 1 are connected to Figure 8 Similar to the first obstacle detection sensor 811, the left obstacle detection sensor 2 and the right obstacle detection sensor 2 are similar to the first obstacle detection sensor 811. Figure 8 The left and right derailment detection sensors 1 and 1 are similar to the second obstacle detection sensor 813. Figure 8 Similar to the first derailment detection sensor 812 in FIG, the left derailment detection sensor 2 and the right derailment detection sensor 2 are both Figure 8 The second derailment detection sensor 814 in FIG. is similar. For simplicity, it is not described in detail here.

[0160] exist Figure 11 In the embodiment, the main control module A1 and the main control module A2 are similar to the first main control submodule 841 , and the main control module B1 and the main control module B2 are similar to the second main control submodule 842 , which will not be described in detail for the sake of simplicity.

[0161] exist Figure 11 In the embodiment, the output circuit A1 and the output circuit A2 are similar to the first driving submodule 851 , and the output circuit B1 and the output circuit B2 are similar to the second driving submodule 852 , which will not be described in detail for the sake of simplicity.

[0162] The judgment module is similar to the judgment submodule 843 and will not be described again for the sake of brevity.

[0163] Communication module and Figure 7 The communication module 706 is similar to that in FIG, and will not be described again for the sake of brevity.

[0164] exist Figure 11 By adding redundant modules, even if any sensor, power supply, or main control module fails, the system can continue to detect obstacles on the rails and whether derailment has occurred, making the above system more reliable in the face of obstacles on the rails or derailment.

[0165] According to the embodiment of the present disclosure, the above system may be provided with only obstacle detection or derailment detection, or both.

[0166] Based on the above obstacle and derailment detection system, the present disclosure also provides an obstacle and derailment detection method.

[0167] Figure 12 The flowchart of the obstacle and derailment detection method according to an embodiment of the present disclosure is schematically shown.

[0168] like Figure 12 As shown, the obstacle and derailment detection method of this embodiment may include operation S1210.

[0169] In operation S1210, when the first power module supplies power to the first obstacle detection sensor and the first derailment detection sensor included in the detection module, and the second power module supplies power to the second obstacle detection sensor and the second derailment detection sensor included in the detection module, information collected by the first obstacle detection sensor, the first derailment detection sensor, the second obstacle detection sensor, and the second derailment detection sensor is transmitted to the host control module, and the host control module outputs a target detection signal.

[0170] According to an embodiment of the present disclosure, Figure 12 The obstacle and derailment detection method in Figure 2 The obstacle and derailment detection system shown will not be described in detail here.

[0171] Based on the above-mentioned obstacle and derailment detection system, the present disclosure also provides a train.

[0172] Figure 13 A schematic diagram of a train according to an embodiment of the present disclosure is schematically shown.

[0173] like Figure 13 As shown, the train 1300 includes a train body 1310 and an obstacle and derailment detection system 1320 .

[0174] According to an embodiment of the present disclosure, the obstacle and derailment detection system 1320 may be any one of the obstacle and derailment detection system 200 , the obstacle and derailment detection system 300 , the obstacle and derailment detection system 400 , the obstacle and derailment detection system 500 , the obstacle and derailment detection system 700 , and the obstacle and derailment detection system 800 .

[0175] Figure 14 The following schematically shows a flow chart of an obstacle and derailment detection method according to another embodiment of the present disclosure.

[0176] In operation S1401 , the train system is started and powered on.

[0177] In operation S1402 , the train system performs a power-on self-test.

[0178] In operation S1403, determine whether there is a problem with the system self-test. If so, perform operation S1407 to handle the fault and perform operation S1421 to end the self-test; if not, perform operation S1404 to start train operation.

[0179] After the train starts running at step S1404, the host control module performs step S1405 to determine whether the system status is normal and no EB signal is output. If so, step S1406 is performed to determine whether the train has returned to the depot. If so, step S1421 is performed to terminate the operation. If not, step S1404 is performed to continue the train operation.

[0180] If not, in operation S1408, it is determined that the train system status is normal but EB is output, it is necessary to perform operation S1409 to upload the video before and after the output of the EB signal to the operation control center, and the relevant personnel perform operation S1410 on-site confirmation and perform operation S1411 fault handling, and then perform operation S1421 to end the self-inspection.

[0181] If not, in operation S1412, it is determined that the system A or B outputs EB faultily, then operation S1413 is executed to upload the video before and after the output of the EB signal to the operation control center, and relevant personnel execute operation S1414 for on-site confirmation and perform operation S1415 for fault handling, and then execute operation S1421 to end the self-test.

[0182] If not, in operation S1416, it is determined that the system A or B has not output EB due to a fault, then operation S1417 must also be performed to upload the video before and after the output of the EB signal to the operation control center, and the personnel must determine whether there is any abnormality before and after the video. If so, operation S1419 is performed to remotely control the EB for fault handling, and then operation S1421 is performed to end the self-inspection; if not, operation S1420 is performed, and after stopping at the station, remote reset is performed and the train is re-run.

[0183] According to the disclosed embodiment, the EB interface of the host control module has a hold function. That is, when the system detects an obstacle or derailment and outputs EB, even if the obstacle or derailment signal disappears, the system host will maintain the EB output until the system is reset or powered off. Therefore, the host control module is equipped with a reset button, which can be used to reset the system after a false alarm.

[0184] The flowcharts and block diagrams in the accompanying drawings illustrate the possible implementation architecture, functions and operations of the systems and methods according to various embodiments of the present disclosure. In this regard, each box in the flowchart or block diagram can represent a module, program segment, or a part of code, and the above-mentioned module, program segment, or a part of code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in an order different from that marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram or flowchart, and the combination of boxes in the block diagram or flowchart, can be implemented with a dedicated hardware-based system that performs the specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0185] Those skilled in the art will appreciate that the features described in the various embodiments and / or claims of this disclosure may be combined and / or coupled in various ways, even if such combinations and / or couplings are not explicitly described in this disclosure. In particular, the features described in the various embodiments and / or claims of this disclosure may be combined and / or coupled in various ways without departing from the spirit and teachings of this disclosure. All such combinations and / or couplings are intended to fall within the scope of this disclosure.

[0186] The embodiments of the present disclosure are described above. However, these embodiments are for illustrative purposes only and are not intended to limit the scope of the present disclosure. Although each embodiment has been described separately above, this does not mean that the measures in each embodiment cannot be used in combination to advantage. The scope of the present disclosure is defined by the appended claims and their equivalents. Without departing from the scope of the present disclosure, those skilled in the art may make various substitutions and modifications, which should all fall within the scope of the present disclosure.

Claims

1. An obstacle and derailment detection system, comprising: The contact detection beam is installed at the bottom of the train and hangs horizontally above the track surface; a detection module comprising: a first obstacle detection sensor, a first derailment detection sensor, a second obstacle detection sensor, and a second derailment detection sensor, all of which are mounted on the contact detection beam; a first power module, wherein an output end of the first power module is connected to an input end of the first obstacle detection sensor and an input end of the first derailment detection sensor; a second power module, wherein an output end of the second power module is connected to an input end of the second obstacle detection sensor and an input end of the second derailment detection sensor; Host control module, including: A first main control submodule, wherein an input end of the first main control submodule is connected to an output end of the first obstacle detection sensor, an output end of the first derailment detection sensor, an output end of the second obstacle detection sensor, an output end of the second derailment detection sensor, and an output end of the first power module; A second main control submodule, wherein the input end of the second main control submodule is connected to the output end of the first obstacle detection sensor, the output end of the first derailment detection sensor, the output end of the second obstacle detection sensor, the output end of the second derailment detection sensor and the output end of the second power module; A judgment submodule, wherein the input end of the judgment submodule is connected to the output end of the first main control submodule, the output end of the second main control submodule, the output end of the first power supply module and the output end of the second power supply module, and is used to output a target detection signal according to the detection signal output by the first main control submodule and the detection signal output by the second main control submodule.

2. The system according to claim 1, wherein: The first main control submodule includes: a first input circuit and a first main control unit; The second main control submodule includes: a second input circuit and a second main control unit; The input end of the first input circuit and the input end of the second input circuit are both connected to the output end of the first obstacle detection sensor, the output end of the first derailment detection sensor, the output end of the second obstacle detection sensor, the output end of the second derailment detection sensor, and the output end of the first power module; The input end of the first main control unit is connected to the output end of the first input circuit, and the input end of the second main control unit is connected to the output end of the second input circuit.

3. The system according to claim 2, wherein: Each of the first input circuit and the second input circuit is configured to output a first state signal for each sensor connected to the input circuit when a normally open contact of the sensor is in an open state and a normally closed contact of the sensor is in a closed state; outputting a second state signal when the normally open contact of the sensor is in a closed state and the normally closed contact is in an open state; When the normally open contact and the normally closed contact of the sensor are both in a closed state or the normally open contact and the normally closed contact are both in an open state, a third state signal is output.

4. The system according to claim 3, wherein: the first main control unit is configured to output a first obstacle detection signal based on status information related to a contact state of the first obstacle detection sensor and status information related to a contact state of the second obstacle detection sensor output by the first input circuit; A first derailment object detection signal is output based on the status information related to the contact state of the first derailment detection sensor and the status information related to the contact state of the second derailment detection sensor output by the first input circuit.

5. The system according to claim 3 or 4, wherein: the second main control unit is configured to output a second obstacle detection signal based on the status information related to the contact state of the first obstacle detection sensor and the status information related to the contact state of the second obstacle detection sensor output by the second input circuit; A second derailment object detection signal is output based on the status information related to the contact state of the first derailment detection sensor and the status information related to the contact state of the second derailment detection sensor output by the second input circuit.

6. The system according to claim 1, wherein: The system further comprises: a video monitoring module, wherein an input end of the video monitoring module is connected to an output end of the host control module, and is used to monitor the train track status and generate an operation monitoring video. When the target detection signal indicates that the train is derailed or an obstacle is present, in response to the target detection signal, the operation monitoring video having a preset length of time from the moment the target detection signal is received is sent to a remote operation control center; A third power supply module, wherein the output end of the third power supply module is connected to the input end of the video monitoring module.

7. The system according to any one of claims 1 to 4, wherein: The system also includes an emergency braking module: the input end of the emergency braking module is connected to the output end of the first main control submodule, the output end of the second main control submodule, the output end of the first power supply module and the output end of the second power supply module, and is used to control the operating status of the train according to the detection signal output by the first main control submodule and the detection signal output by the second main control submodule.

8. The system according to claim 7, wherein: The emergency brake module comprises: First driver submodule: an input end of the first driver submodule is connected to an output end of the first power module and an output end of the first main control submodule; Second driver submodule: the input end of the second driver submodule is connected to the output end of the second power supply module and the output end of the second main control submodule; The switch submodule includes: a first switch and a second switch, wherein the first switch and the second switch are connected in parallel, the first switch is connected to the output end of the first driver submodule and the output end of the second driver submodule, and the second switch is connected to the output end of the first driver submodule and the output end of the second driver submodule; The switch submodule is connected in series with an emergency brake relay that controls the running state of the train.

9. An obstacle and derailment detection method, applied to the obstacle and derailment detection system according to any one of claims 1 to 8, the method comprising: When the first power supply module supplies power to the first obstacle detection sensor and the first derailment detection sensor included in the detection module, and the second power supply module supplies power to the second obstacle detection sensor and the second derailment detection sensor included in the detection module, information collected by the first obstacle detection sensor, the first derailment detection sensor, the second obstacle detection sensor, and the second derailment detection sensor is transmitted to the host control module, and the host control module outputs a target detection signal.

10. A train comprising: A train body and an obstacle and derailment detection system as described in any one of claims 1 to 8.

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