Protective device and method adaptive to speed conversion of rack rail line

Abstract

The invention discloses a speed conversion protection device and method adaptive to a rack rail line. In the prior art, the train operation efficiency is low due to the fact that the speed conversion mode of a train in a wheel rail section and a rack rail section is controlled manually. The system comprises five train positioning devices, a vehicle-mounted computing host and a vehicle-mounted human-computer interface, and the vehicle-mounted host carries out traversal query in a vehicle-mounted host database according to the train running direction and the collected identification point information, and the vehicle-mounted human-computer interface executes corresponding operation according to a query result. The system assists a train driven by a driver to realize automatic identification of a rack rail section and speed conversion overspeed early warning, the automation degree is improved, and human factor risks are reduced.

Description

Technical Field

[0001] The invention belongs to the technical field of train operation protection, and in particular relates to a speed conversion protection device and method adapted to a rack-rail line. Background Art

[0002] Mountain tourism rail transit lines adopt a combination of wheel-rail and rack-rail line laying method to improve the climbing ability of trains, and set transition sections such as synchronous roller transition zone and rack meshing transition zone between the wheel-rail section and the rack-rail section. The train running speed requirements of wheel-rail section and rack-rail section are different. Usually, the speed limit of wheel-rail section train is 60km / h, and the speed limit of rack-rail section train is 30km / h, so there is speed conversion during train operation.

[0003] In the lines equipped with the Automatic Train Control (ATC) system, the ground line speed limit ATP, ATS equipment and trackside transponder devices jointly monitor and protect the train speed in real time to ensure the safety of train operation. When the ATC equipment fails and the system is in degraded mode, the train driver manually controls the train operation according to the speed limit signs set on the ground. In addition, for tourist rail transit lines that are not equipped with ATC systems and are driven by manual visual driving, the driver also controls the train operation according to the ground speed limit instructions.

[0004] The speed conversion of the train between the wheel-rail section and the rack-rail section is controlled only by manual means. This method has the following main disadvantages:

[0005] 1) Due to the influence of the rack rail structure, the installation of ground transponders is limited and the traditional train positioning method cannot be used. The rack rail section can only rely on the driver's visual positioning and identification.

[0006] 2) When the train runs from the high-speed wheel-rail section to the low-speed rack-rail section, considering the influence of human factors and control delays, the train speed cannot be guaranteed to drop to 30km / h or below. Overspeeding can easily cause excessive impact on the introduction device and rack rail in the transition zone, affecting the service life of the line.

[0007] 3) For the same reason as above, overspeeding can easily cause poor meshing between gears and racks, increasing the risk of the train coming off the gears (or tracks).

[0008] 4) In order to prevent speeding, manual train control needs to deliberately reduce the speed in advance, resulting in low train operation efficiency and affecting the quality of operational services. Summary of the invention

[0009] In order to make up for the deficiencies of the prior art, the present invention provides a speed conversion protection device and method adapted to a rack track, which assists the driver in automatically identifying the rack track section and speed conversion overspeed warning of the train, thereby improving the degree of automation and reducing the risk of human factors.

[0010] In order to achieve the above object, the technical solution adopted by the present invention is:

[0011] A speed conversion protection device adapted to a rack track, characterized in that it includes five train positioning devices, an on-board computing host and an on-board human-machine interface; the on-board human-machine interface has the functions of rack track section line indication and sound alarm;

[0012] The five train positioning devices are positioning device 0, positioning device 1, positioning device 2, positioning device 3, and positioning device 4; positioning device 0 is set in the wheel-rail section, which is the preparation point before entering the rack section, and is also the tooth speed limit confirmation point; positioning device 1 is set in the wheel-rail rack transition section, at the starting point of the synchronous roller transition zone, the marking point is the synchronous roller, the starting point of tooth entry deceleration, and is also the tooth speed limit confirmation point; positioning device 2 is set in the wheel-rail rack transition section, at the junction near the synchronous roller transition zone and the rack meshing transition zone, the marking point is the tooth entry device, the tooth entry speed limit confirmation point; it is also the starting point of tooth exit acceleration; positioning device 3 is set in the wheel-rail rack transition section, at the junction near the rack meshing transition zone and the rack section, the marking point is the tooth entry device, the tooth entry speed limit confirmation point; it is also the preparation point before the train enters the wheel-rail section; positioning device 4 is set in the rack section, the tooth entry speed limit confirmation point.

[0013] Further, the positioning device is a vehicle-mounted color sensor and a ground identification point; the positioning device 0 includes identification point 0, color 1; the positioning device 1 includes identification point 1, color 2; the positioning device 2 includes identification point 2, color 3; the positioning device 3 includes identification point 3, color 4; the positioning device 4 includes identification point 4, color 5, and a gear speed limit confirmation point;

[0014] A speed conversion protection method adapted to a rack track speed conversion protection device comprises the following steps:

[0015] Step 1: The train is running on the line, and the on-board color sensor detects and collects the color information of each identification point in real time and transmits it to the on-board host;

[0016] Step 2: The vehicle host first compares the collected information with the pre-stored color card units one by one to confirm the recognized color, then processes and converts the color information to correspond to the decimal code in the database, and finally calculates the difference between the current recognition decimal information and the previous collection information; the decimal information of recognition points 0 to 4 in the vehicle database corresponds to 00-04 respectively;

[0017] Step 3: The onboard host determines the direction of the train entering and exiting the rack track section according to the calculation result in step 3, that is, whether it enters the rack track section. If the calculation result is 1, it is determined to be in the rack entry direction; if the calculation result is -1, it is determined to be in the rack exit direction. If the calculation result is other values, it is assumed to be consistent with the direction of the previous cycle;

[0018] Step 4: The onboard host computer searches the onboard host computer database according to the train running direction obtained in step 3 and the collected identification point information, and the onboard human-machine interface performs corresponding operations according to the query results;

[0019] Step 5: The driver takes braking measures of different intensities according to the information displayed on the human-machine interface and the sound alarm.

[0020] Further, the step 4 is specifically as follows:

[0021] If the train is in the gear entering direction, the collected identification point information is traversed and queried in the on-board host gear database; according to the query results, the on-board human-machine interface outputs and displays the corresponding matching information, and links the sound alarm reminder for different identification points, as shown in Table 1;

[0022] Table 1 Relationship between identification points and on-board host rack resource library

[0023]

[0024] If the train is in the tooth-out direction, the collected identification point information is traversed and queried in the on-board host wheel-rail database; based on the query results, the on-board human-machine interface outputs and displays the corresponding matching information, and links the sound alarm reminders for different identification points, as shown in Table 2;

[0025] Table 2 Relationship between identification points and onboard host wheel-rail resource library

[0026]

[0027]

[0028] Beneficial effects of the present invention:

[0029] 1) The present invention utilizes the structure of the rack rail section itself and adopts color sensor recognition, which eliminates the need to install a large number of trackside transponder positioning equipment. The system equipment is simple and easy to maintain, and reduces the cost of trackside equipment and cable laying;

[0030] 2) The present invention identifies and collects identification points according to the different functional areas of the rack rail section. The rack rail section can be automatically identified during train operation, and the direction of "entering the gear" or "exiting the gear" can be distinguished, thereby reducing the labor intensity of the driver;

[0031] 3) The present invention provides safety protection for the speed conversion process between the rack and track section and the wheel and rail section of the train, and provides a sound alarm prompt on the human-machine interface, which can reduce the damage to the transition zone induction device and the rack and track caused by the excessive speed of the train in the rack and track section due to delays by the driver, thereby reducing the occurrence of safety accidents;

[0032] 4) The present invention can further guarantee the running speed of the trains in the wheel-rail section and the rack-rail section, thereby effectively shortening the driving interval and improving the quality of operation services. The entire system device is low in cost, convenient and practical, and is more applicable, especially for artificial visual driving tourist rail transit lines that are not equipped with ATC systems. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 It is a schematic diagram of the arrangement of trackside identification points in the wheel-rail-rack-rail and transition sections;

[0034] Figure 2 The figure is a schematic diagram of the process steps of the method for realizing automatic rack identification and overspeed warning. DETAILED DESCRIPTION

[0035] The present invention is described in detail below in conjunction with specific implementation modes.

[0036] like Figure 1 As shown, the adaptive rack track speed conversion protection device of the present invention includes 5 ground identification points, a vehicle-mounted color sensor, a vehicle-mounted computing host and a vehicle-mounted human-machine interface; the vehicle-mounted human-machine interface has the functions of rack track section line diagram and sound alarm; the vehicle-mounted color sensor is installed under the body with the driver's cab at the end of the train, located in the middle part between the wheel and the gear, and real-time detection and collection of color information of each identification point; the vehicle-mounted computing host and the vehicle network control system are intensively arranged, and the functional modules are independent.

[0037] The five ground identification points are: identification point 0, identification point 1, identification point 2, identification point 3, and identification point 4, as follows:

[0038] 1) Identification point 0: It is set in the wheel-rail section, a distance (about 5 meters) in front of the starting point of the synchronous roller transition zone. The identification point is a physical carrier such as a sleeper, a track fastener or an artificial coating. The color is 1. It is the preparation point before entering the rack-rail section. Identification point 0 is also the tooth speed limit confirmation point.

[0039] 2) Identification point 1: It is set in the wheel-rail rack transition section, at the starting point of the synchronous roller transition zone. The identification point is the synchronous roller, color 2, the starting point of the tooth entry deceleration, that is, when the train runs from the wheel-rail section to the rack section, it normally starts to decelerate at this point to ensure that the train runs at a low speed when it reaches the rack meshing transition zone to prevent the risk of train disengagement due to poor meshing of the gear and rack due to excessive speed; Identification point 1 is also the tooth exit speed limit confirmation point.

[0040] 3) Identification point 2: It is set in the wheel-rail and rack transition section, near the junction of the synchronous roller transition zone and the rack meshing transition zone. The identification point is the tooth entry device, color 3, and the tooth entry speed limit confirmation point. Identification point 2 is also the starting point for tooth exit acceleration, that is, when the train is clearing from the rack section to the wheel-rail section, it normally starts to accelerate at this point.

[0041] 4) Identification point 3: It is set in the wheel-rail and rack transition section, near the junction of the rack meshing transition zone and the rack section. The identification point is the tooth entry device, color 4, and the tooth entry speed limit confirmation point. Identification point 3 is also the preparation point before the train enters the wheel-rail section.

[0042] 5) Identification point 4: It is set in the rack section, at a distance (about 5 meters) behind the end of the rack meshing transition zone. The identification point is a physical carrier such as a sleeper, rail fastener or artificial coating. Color 5, the tooth speed limit confirmation point.

[0043] The colors of the above 5 identification points are different.

[0044] 2) If Figure 2 As shown, the adaptive rack track line speed conversion protection method includes the following steps:

[0045] Step 1: The train is running on the line, and the on-board color sensor detects and collects the color information of each identification point in real time and transmits it to the on-board host;

[0046] Step 2: The vehicle host first compares the collected information with the pre-stored color card units one by one. When they match within a certain error range, the recognized color is confirmed, and then the color information is processed and converted to correspond to the decimal code in the database. Finally, the current recognition decimal information is used to perform a difference calculation with the previous collection information; the decimal information of recognition points 0 to 4 in the vehicle database corresponds to 00-04 respectively;

[0047] Step 3: The onboard host determines the direction of the train entering and exiting the rack track section according to the calculation result in step 3, that is, whether it enters the rack track section. If the calculation result is 1, it is determined to be in the rack entry direction; if the calculation result is -1, it is determined to be in the rack exit direction. If the calculation result is other values, it is assumed to be consistent with the direction of the previous cycle;

[0048] Step 4: The onboard host computer searches the onboard host computer database based on the train running direction obtained in step 3 and the collected identification point information. The onboard human-machine interface performs corresponding operations according to the query results, specifically:

[0049] 1) If the train is in the gear-entry direction, that is, running from the wheel-rail section to the rack-rail section, the collected identification point information is traversed and queried in the on-board host rack-rail database; based on the query results, the on-board human-machine interface outputs and displays the corresponding matching information, and links the sound alarm reminder for different identification points, as shown in Table 1;

[0050] Table 1 Relationship between identification points and on-board host rack resource library

[0051]

[0052] 2) If the train is in the tooth-out direction, that is, running from the rack-rail section to the wheel-rail section, the collected identification point information is traversed and queried in the on-board host wheel-rail database; based on the query results, the on-board human-machine interface outputs and displays the corresponding matching information, and links the sound alarm reminder for different identification points, as shown in Table 2;

[0053] Table 2 Relationship between identification points and onboard host wheel-rail resource library

[0054]

[0055] Step 5: The driver takes braking or acceleration measures of varying intensities based on the information displayed on the human-machine interface and the sound alarm.

[0056] For example: if the system determines that the actual running speed of the current train is lower than the wheel-rail section speed limit, at this time, it will again determine, verify and confirm whether it is the identification point 2 information. If not, the train will continue to run at the current speed. If it is identification point 2 and does not exceed the wheel-rail speed limit, the train is about to clear the rack section, the on-board human-machine interface displays the corresponding information, and a voice prompt is given, "about to enter the wheel-rail section, speed limit 60km / h, please accelerate"; the driver performs the acceleration operation according to the information displayed on the human-machine interface and the voice prompt. If the train speed does not exceed the speed limit of the corresponding section, it will continue to run at the current speed, and the driver does not perform any operation; repeat the above process to collect information, detect, identify and confirm the output.

[0057] The content of the present invention is not limited to the embodiments listed, and any equivalent changes made to the technical solution of the present invention by ordinary technicians in this field after reading the description of the present invention are covered by the claims of the present invention.

Claims

1. A speed conversion protection device adapted to a rack track, characterized in that: It includes 5 train positioning devices, on-board computing host and on-board human-machine interface; The onboard human-machine interface has the functions of rack track section line indication and sound alarm; The five train positioning devices are positioning device 0, positioning device 1, positioning device 2, positioning device 3, and positioning device 4; Positioning device 0 is set in the wheel-rail section, which is the preparation point before entering the rack-rail section, and also the speed limit confirmation point for the tooth exit; The positioning device 1 is arranged in the wheel-rail-rack transition section, at the starting point of the synchronous roller transition zone, the marking point is the synchronous roller, the starting point of the gear entry deceleration, and also the gear exit speed limit confirmation point; The positioning device 2 is arranged in the wheel-rail-rack transition section, near the junction of the synchronous roller transition zone and the rack meshing transition zone. The marking point is the gear entry device and the gear entry speed limit confirmation point; it is also the starting point of the gear exit acceleration; The positioning device 3 is set in the wheel-rail rack transition section, near the junction of the rack meshing transition section and the rack section. The marking point is the gear entry device and the gear entry speed limit confirmation point; it is also the preparation point before the train is about to enter the wheel-rail section; The positioning device 4 is arranged in the rack section, at the gear entry speed limit confirmation point.

2. The speed conversion protection device for an adaptive rack track according to claim 1, characterized in that: The positioning devices are vehicle-mounted color sensors and ground identification points.

3. The speed conversion protection device for an adaptive rack track according to claim 2, characterized in that: The positioning device 0 includes an identification point 0 and a color 1.

4. The speed conversion protection device for an adaptive rack track according to claim 3 is characterized in that: The positioning device 1 includes an identification point 1 and a color 2 .

5. The speed conversion protection device for an adaptive rack track according to claim 4, characterized in that: The positioning device 2 includes an identification point 2 and a color 3 .

6. The speed conversion protection device for an adaptive rack track according to claim 5, characterized in that: The positioning device 3 includes an identification point 3 and a color 4 .

7. The speed conversion protection device for an adaptive rack track according to claim 6, characterized in that: The positioning device 4 includes an identification point 4, a color 5, and a gear entry speed limit confirmation point.

8. The speed conversion protection method of the speed conversion protection device adapted to the rack track according to claim 7, characterized in that: The steps include: Step 1: The train is running on the line, and the on-board color sensor detects and collects the color information of each identification point in real time and transmits it to the on-board host; Step 2: The vehicle host first compares the collected information with the pre-stored color card units one by one to confirm the recognized color, then processes and converts the color information to correspond to the decimal code in the database, and finally calculates the difference between the current recognition decimal information and the previous collection information; the decimal information of recognition points 0 to 4 in the vehicle database corresponds to 00-04 respectively; Step 3: The onboard host determines the direction of the train entering and exiting the rack track section according to the calculation result in step 3, that is, whether it enters the rack track section. If the calculation result is 1, it is determined to be in the rack entry direction; if the calculation result is -1, it is determined to be in the rack exit direction. If the calculation result is other values, it is assumed to be consistent with the direction of the previous cycle; Step 4: The onboard host computer searches the onboard host computer database according to the train running direction obtained in step 3 and the collected identification point information, and the onboard human-machine interface performs corresponding operations according to the query results; Step 5: The driver takes braking measures of different intensities according to the information displayed on the human-machine interface and the sound alarm.

9. The speed conversion protection method of the speed conversion protection device adapted to the rack track according to claim 8, characterized in that: The step 4 is specifically as follows: If the train is in the gear entering direction, the collected identification point information is traversed and queried in the on-board host gear database; according to the query results, the on-board human-machine interface outputs and displays the corresponding matching information, and links the sound alarm reminder for different identification points, as shown in Table 1; Table 1 Relationship between identification points and on-board host rack resource library If the train is in the tooth-out direction, the collected identification point information is traversed and queried in the on-board host wheel-rail database; based on the query results, the on-board human-machine interface outputs and displays the corresponding matching information, and links the sound alarm reminders for different identification points, as shown in Table 2; Table 2 Relationship between identification points and onboard host wheel-rail resource library 。

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