Protection method for relieving railway train in advance

Abstract

The invention discloses a protection method for relieving a railway train in advance, relates to a railway train dispatching protection method, and aims to solve the problem that the running safety of the railway train is reduced due to the fact that the railway train is relieved in advance. The method comprises the following steps: firstly, positioning train tail position information of a railway train; judging whether the railway train can be relieved in advance or not according to the train tail position information of the railway train; if the railway train can be relieved in advance, the railway train begins to relieve in advance, and whether the railway train can invade the insulation joint in the process of relieving in advance is judged; if the insulation joints are not invaded in the process of relieving in advance, the railway train continues to relieve in advance until the railway train finishes relieving in advance; if the railway train cannot be relieved in advance, the railway train keeps the original state; if the insulation joints are invaded in the process of relieving in advance, the railway train stops relieving in advance. The method has the beneficial effect that the safety of the train in the process of relieving running in advance is improved.

Description

Technical Field

[0001] The invention relates to a railway train dispatching protection method. Background Art

[0002] Due to the limitation of railway line transport capacity, some trains need to give way at stations, generally freight trains give way to passenger trains, slow trains give way to high-speed trains; after the passing train passes, the waiting train should start immediately, but due to specific reasons, the waiting train on the side line usually starts to ease after the passing train passes on the main line. The time required for easement is related to parameters such as locomotive model, decompression amount and number of vehicles in the formation. For Dongfeng locomotive, JZ-7 brake machine, formation of 50 freight cars and decompression amount of 100Kpa, the theoretical value of the air filling time is 93s, while the actual measured value is about 150s; for Harmony locomotive, CCBII brake machine, formation of 50 freight cars and decompression amount of 100Kpa, the theoretical value of the air filling time is 172.5s; for freight trains with a maximum formation of 70 cars and a brake decompression of 100Kpa, the theoretical value of the air filling time is about 259s, while the actual relief time in the operation process is more than 5min; then, the railway train dispatchers thought of a way to ease the waiting train in advance, and in actual operation, such as Figure 1 As shown in the figure, after the long waiting train is relieved, the length of the waiting train will increase. If the waiting train passes the insulating section or invades the insulating section, the track circuit is turned on, and the interlocking turnout system immediately closes the section, affecting the normal traffic order; if the relieved waiting train passes the warning mark, and the high-speed passing train has arrived at this time, it may cause a traffic accident. At the same time, some freight cars stay at the station for a long time, and due to the leakage of brake pipe air pressure, they will gradually relieve and the train will become longer. Therefore, the early relief of railway trains seriously affects the safety of railway train operation, resulting in a reduction in the safety of railway train operation. Summary of the invention

[0003] The purpose of the present invention is to solve the problem that the safety of railway train operation is reduced due to early relief of railway trains, and a protection method for early relief of railway trains is proposed.

[0004] A protection method for early relief of railway trains described in the present invention is:

[0005] Step 1: Locate the rear position information of the railway train;

[0006] Step 2: judging whether the railway train can be relieved in advance according to the rear position information of the railway train; if the railway train can be relieved in advance, executing step 3; otherwise, executing step 4;

[0007] Step 3: The railway train starts to ease in advance, and determines whether the railway train will intrude into the line insulation joint during the process of early relief; if so, the railway train stops early relief and executes step 4; otherwise, executes step 5;

[0008] Step 4: The railway train remains in its original state;

[0009] Step 5: The railway train continues to ease in advance until the railway train completes the early relief.

[0010] Furthermore, in step 2, the specific steps of judging whether the railway train can be relieved in advance according to the rear position information of the railway train are:

[0011] Step 21: Calculate the distance between the insulating joint and the rear of the vehicle based on the pre-stored insulating joint position information and the received rear of the vehicle position information;

[0012] Step 22: Calculate the change in length of the train after relief based on the number of carriage sections of the train and the longitudinal clearance value of the coupler;

[0013] Step 23: compare the changed length of the train after relief calculated in step 22 with the distance between the rear of the train and the insulating joint calculated in step 21; if the distance between the rear of the train and the insulating joint is greater than the changed length of the train after relief, the train can be relieved in advance; otherwise, the train cannot be relieved in advance.

[0014] Furthermore, the specific formula for calculating the change in length of the train after relief in step 22 is:

[0015] L=2M·N

[0016] Among them, L is the changed length of the train after relief; M is the longitudinal clearance value of the coupler, and the longitudinal direction refers to the length direction of the train; N is the number of car sections of the train.

[0017] Furthermore, in step one, a Beidou positioning module is installed on the rear host at the rear of the railway train to locate the rear position information of the railway train.

[0018] Furthermore, in step 3, the specific method for judging whether the railway train will invade the line insulation joint during the early relief process is:

[0019] Install early relief auxiliary protection equipment at the safety distance threshold, and use the auxiliary protection equipment to determine whether the rear end of the railway train will invade the wire insulation joint during early relief;

[0020] The safety distance threshold is located at one side of the insulating joint, and the safety distance threshold is far away from the warning mark.

[0021] Furthermore, the distance calculation formula between the safety distance threshold and the edge of the insulating joint is:

[0022] H=2M·Q

[0023] Among them, H is the distance between the safety distance threshold and the edge of the insulating joint; M is the longitudinal gap value of the coupler, and the longitudinal direction refers to the length direction of the train; Q is the safety threshold coefficient.

[0024] Furthermore, the auxiliary protection equipment includes a detection device, a controller and an indicator light;

[0025] The indicator lights include a No. 1 indicator light strip and a No. 2 indicator light strip;

[0026] A detection device, used for detecting a reflected signal from the bottom of the train and sending the reflected signal to a controller;

[0027] The controller is used to control the No. 1 indicator light to light up when the reflection signal is received, prompting the train not to ease in advance; and to control the No. 2 indicator light to light up when the reflection signal is not received, prompting the train to ease in advance.

[0028] Furthermore, the auxiliary protection equipment also includes a geomagnetic equipment fixing part;

[0029] The geomagnetic equipment fixing member comprises two U-shaped frames, four connecting ears, a connecting rod and a clamp;

[0030] Each U-shaped frame has two connecting ears connected to each of the two ends, and each U-shaped frame and the two connecting ears are an integrated structure;

[0031] The two U-shaped frames are buckled on the railway sleepers, and the screws pass through the connecting ears to fix the two U-shaped frames together. One end of the connecting rod is connected to the outer wall of the bottom U-shaped frame, and the other end of the connecting rod is connected to the clamp;

[0032] The detection device is fixed in the clamp; and the detection device is located at a safety distance threshold.

[0033] Furthermore, the indicator light also includes a number 3 indicator light strip and a number 4 indicator light strip;

[0034] The No. 3 indicator light strip and the No. 4 indicator light strip are both set in the vehicle duty room; and the No. 3 indicator light strip is lit or extinguished synchronously with the No. 1 indicator light strip, and the No. 4 indicator light strip is lit or extinguished synchronously with the No. 2 indicator light strip.

[0035] Compared with the prior art, the present invention has the following beneficial effects:

[0036] The present invention determines whether a railway train can be relieved in advance according to the rear position information of the railway train; if the railway train can be relieved in advance, the efficiency of railway transportation is improved and the safe operation of the railway train is guaranteed; at the same time, by installing early relief auxiliary protection equipment at a safety distance threshold, the trains with normal early relief and abnormal early relief are protected; when the rear of the train reaches the safety distance threshold, the auxiliary protection equipment sends out an alarm message to prompt the train driver to perform emergency operation to prevent the waiting train from intruding into the line insulation node during normal early relief or abnormal early relief, thereby improving the safety of the train during early relief operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 It is a comparison diagram of the train before and after early relief in the background technology;

[0038] Figure 2 It is a flow chart of a protection method for early relief of railway trains in a specific implementation mode 1;

[0039] Figure 3 A flowchart of specific steps for determining whether a railway train can be relieved in advance in the second specific implementation mode;

[0040] Figure 4 This is a schematic diagram of the position structure of the auxiliary protection equipment in the seventh specific implementation mode arranged on the railway;

[0041] Figure 5 It is a schematic diagram of the three-dimensional structure of the geomagnetic device fixing part in the eighth specific implementation mode.

[0042] Among them, 1 is a rail; 2 is a sleeper; 3 is an insulating joint; 4 is a signal machine; 5 is a warning mark; 6 is a geomagnetic equipment fixing part; 6-1 is a U-shaped frame; 6-2 is a connecting ear; 6-3 is a connecting rod; and 6-4 is a clamp. DETAILED DESCRIPTION

[0043] Specific implementation method 1: A protection method for early relief of railway trains described in this implementation method is:

[0044] Step 1: Locate the rear position information of the railway train;

[0045] Step 2: judging whether the railway train can be relieved in advance according to the rear position information of the railway train; if the railway train can be relieved in advance, executing step 3; otherwise, executing step 4;

[0046] Step 3: The railway train starts to ease in advance, and determines whether the railway train will intrude the line insulation joint 3 during the process of early relief; if yes, the railway train stops early relief and executes step 4; otherwise, executes step 5;

[0047] Step 4: The railway train remains in its original state;

[0048] Step 5: The railway train continues to ease in advance until the railway train completes the early relief.

[0049] In this embodiment, it is determined whether the railway train can be relieved in advance based on the rear position information of the railway train; if the railway train can be relieved in advance, the early relief is executed, and during the early relief process, it is determined whether the railway train will invade the line insulation node 3; if the railway train will invade the line insulation node 3 during the early relief process, the railway train stops early relief to ensure the absolute safety of the railway train.

[0050] Under the premise of ensuring safe transportation, the transportation time can be saved as shown in Table 1:

[0051] Table 1 Freight train air filling and exhaust time benchmark table

[0052]

[0053]

[0054] In summary, the protection method described in this embodiment improves the transportation efficiency while ensuring the safety of the train during early relief operation.

[0055] Specific implementation method 2: Combination Figure 2 This embodiment is described. This embodiment further limits the protection method for early relief of railway trains described in the specific embodiment 1. In this embodiment, the specific steps of judging whether the railway train can be relieved in advance according to the rear position information of the railway train in step 2 are:

[0056] Step 21: Calculate the distance between the insulating joint and the rear of the vehicle based on the pre-stored position information of the insulating joint 3 and the received position information of the rear of the vehicle;

[0057] Step 22: Calculate the change in length of the train after relief based on the number of carriage sections of the train and the longitudinal clearance value of the coupler;

[0058] Step 23: compare the changed length of the train after relief calculated in step 22 with the distance between the rear of the train and the insulating joint calculated in step 21; if the distance between the rear of the train and the insulating joint is greater than the changed length of the train after relief, the train can be relieved in advance; otherwise, the train cannot be relieved in advance.

[0059] In this embodiment, through the above steps, it is determined whether the railway train can be relieved in advance, which effectively prevents the train to be avoided from invading or crossing the insulating joint of the line during early relief, thereby improving the safety of the early relief operation of the railway train.

[0060] Specific implementation method three: This implementation method further limits the protection method for early relief of railway trains described in specific implementation method two. In this implementation method, the specific formula for calculating the change in length of the train after relief in step three is:

[0061] L=2M·N

[0062] Among them, L is the changed length of the train after relief; M is the longitudinal clearance value of the coupler, and the longitudinal direction refers to the length direction of the train; N is the number of car sections of the train.

[0063] In this embodiment, the longitudinal clearance value M of the coupler is related to the type and model of the train; the longitudinal clearance value of the coupler for a railway freight car is approximately 1.95 cm; and the longitudinal clearance value for a railway passenger car is less than 1.8 cm.

[0064] Specific implementation method four: This implementation method further limits the protection method for early relief of railway trains described in specific implementation method three. In this implementation method, in step one, a Beidou positioning module is installed on the tail host at the rear of the railway train to locate the rear position information of the railway train.

[0065] In this embodiment, the power supply and network of the Beidou positioning module are taken from the tail host; the existing tail safety protection system for freight trains consists of two parts: the tail host and the tail locomotive station. They communicate through a 400MHz digital intercom, and the tail host transmits the brake pipe air pressure to the integrated wireless communication CIR system of the locomotive station. The tail host also uploads data to the M-GRIS and RMS systems through the GSM-R network, and the M-GRIS and RMS systems monitor the status of the tail equipment in transit. Compared with the above-mentioned existing tail safety protection system for freight trains, the advantage of installing a Beidou positioning module at the tail of the train in this embodiment is that the tail position information of the train can be directly transmitted to the host computer of the locomotive station or the station duty room, and the host computer can be used to determine whether the railway train can be relieved in advance.

[0066] Specific implementation method 5: This implementation method further limits the protection method for early relief of railway trains described in specific implementation method 1. In this implementation method, the specific method for judging whether the railway train will invade the wire insulation joint 3 during the early relief process in step 3 is:

[0067] Install early relief auxiliary protection equipment at the safety distance threshold, and use the auxiliary protection equipment to determine whether the rear end of the railway train will invade the wire insulation joint during early relief;

[0068] The safety distance threshold is located at one side of the insulating joint 3 , and is far away from the warning mark 5 .

[0069] In this embodiment, by installing an early relief auxiliary protection device at the safety distance threshold, the auxiliary protection device has the advantages of wireless transmission, low power consumption, good stability and high real-time performance. When the warning information is issued, it indicates that the train is long and has exceeded the warning distance, and the indicator light in front of the driver prompts the driver that relief is not allowed; otherwise, it prompts the driver that relief is allowed.

[0070] Specific implementation method 6: This implementation method further defines the protection method for early relief of railway trains described in specific implementation method 5. In this implementation method,

[0071] The calculation formula for the distance between the safety distance threshold and the edge of the insulating joint 3 is:

[0072] H=2M·Q

[0073] Among them, H is the distance between the safety distance threshold and the edge of the insulating joint 3; M is the longitudinal gap value of the coupler, and the longitudinal direction refers to the length direction of the train; Q is the safety threshold coefficient.

[0074] In this embodiment, the safety distance threshold is a preset safety distance. When the rear of the train crosses the safety distance threshold, it indicates that the rear of the train has a tendency to invade the insulation node of the wire, and a traffic accident may occur. Therefore, the railway train driver should be notified in time to perform emergency operations; the value of the safety threshold coefficient Q is 70.

[0075] Specific implementation method VII. Combination Figure 3 This embodiment is described. This embodiment further limits the protection method for early relief of railway trains described in the fifth embodiment. In this embodiment, the auxiliary protection equipment includes a detection device, a controller and an indicator light;

[0076] The indicator lights include a No. 1 indicator light strip and a No. 2 indicator light strip;

[0077] A detection device, used for detecting a reflected signal from the bottom of the train and sending the reflected signal to a controller;

[0078] The controller is used to control the No. 1 indicator light to light up when the reflection signal is received, prompting the train not to ease in advance; and to control the No. 2 indicator light to light up when the reflection signal is not received, prompting the train to ease in advance.

[0079] In this embodiment, the No. 1 indicator light strip and the No. 2 indicator light strip are set in the cab; the insulating section 3 is fixed on the outer arm of the rail 1, the signal machine 4 is connected to the insulating section 3, and the warning mark 5 is set on the ground behind the insulating section 3 relative to the forward direction of the railway train, and the warning mark 5 is far away from the two rails 1; the detection equipment is set in the middle of the sleeper 2 and along the running direction of the train, It is set on the inner side of the insulating section 3; the detection equipment is composed of a GMS geomagnetic sensor and a 24G MS millimeter wave radar; when a train passes, it will cause a magnetic field disturbance phenomenon. The GMS geomagnetic sensor is used to detect the magnetic field disturbance phenomenon. When the magnetic field disturbance phenomenon occurs, it is determined that the train has arrived, and the magnetic field disturbance phenomenon is used as a trigger signal of the millimeter wave radar to trigger the millimeter wave radar to emit a radar signal. If there is a train, the radar signal will be emitted to the bottom of the train, and the bottom of the train will reflect the signal back. If there is no train, the bottom of the train will not reflect the signal back. According to whether the reflected signal can be received, it is determined whether the train is pressed on the detection device, thereby determining whether it can be relieved; the detection distance of the millimeter wave radar is 20-40cm.

[0080] Specific implementation method 8. Combination Figure 4 This embodiment is described. This embodiment further limits the protection method for early relief of railway trains described in the seventh embodiment. In this embodiment, the auxiliary protection device further includes a geomagnetic device fixing part 6;

[0081] The geomagnetic equipment fixing member 6 includes two U-shaped frames 6-1, four connecting ears 6-2, a connecting rod 6-3 and a hoop 6-4;

[0082] Each U-shaped frame 6-1 is connected to a connecting ear 6-2 at both ends, and each U-shaped frame 6-1 and the two connecting ears 6-2 are an integral structure;

[0083] The two U-shaped frames 6-1 are buckled on the railway sleepers 2, and the screw passes through the connecting ear 6-2 to fix the two U-shaped frames 6-1 together. One end of the connecting rod 6-3 is connected to the outer wall of the bottom U-shaped frame 6-1, and the other end of the connecting rod 6-3 is connected to the clamp 6-4;

[0084] The detection device is arranged in the clamp 6 - 4 ; and the detection device is located at the safety distance threshold.

[0085] In this embodiment, the detection device is fixed by using the geomagnetic device fixing member 6, which can prevent the railway train from not contacting the detection device during the movement, and can accurately complete the detection. The connecting ear 6-2 is used to fix the U-shaped frame 6-1, the U-shaped frame 6-1 is used to fix the connecting rod 6-3, the connecting rod 6-3 fixes the clamp 6-4, and the clamp 6-4 fixes the detection device; this fixing structure makes the detection device away from the sleeper 2, and indirectly fixes the detection device on the sleeper 2, with a good fixing effect, and does not affect the detection effect of the detection device.

[0086] Specific implementation method 9. This implementation method further defines the protection method for early relief of railway trains described in specific implementation method 7. In this implementation method, the indicator light also includes a No. 3 indicator light strip and a No. 4 indicator light strip;

[0087] The No. 3 indicator light strip and the No. 4 indicator light strip are both set in the vehicle duty room; and the No. 3 indicator light strip is lit or extinguished synchronously with the No. 1 indicator light strip, and the No. 4 indicator light strip is lit or extinguished synchronously with the No. 2 indicator light strip.

[0088] In this embodiment, the No. 3 indicator light strip and the No. 4 indicator light strip facilitate the duty personnel in the train duty room to observe the early relief status of the railway train, so as to further improve the safety of railway operation.

[0089] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art can easily think of changes or substitutions within the technical scope disclosed by the present invention, which should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A protection method for early relief of railway trains, characterized in that: The protection method is: Step 1: Locate the rear position information of the railway train; Step 2: judging whether the railway train can be relieved in advance according to the rear position information of the railway train; If the railway train can be relieved in advance, then execute step three; Otherwise, go to step 4; Step 3: The railway train starts to ease in advance, and determines whether the railway train will intrude into the line insulation joint (3) during the process of early relief; if so, the railway train stops early relief and executes step 4; otherwise, executes step 5; Step 4: The railway train remains in its original state; Step 5: The railway train continues to ease in advance until the railway train completes the early relief.

2. A protection method for early relief of railway trains according to claim 1, characterized in that: The specific steps of determining whether the railway train can be relieved in advance according to the rear position information of the railway train in step 2 are as follows: Step 21: Calculate the distance between the insulating joint and the rear of the vehicle based on the pre-stored position information of the insulating joint (3) and the received position information of the rear of the vehicle; Step 22: Calculate the change in length of the train after relief based on the number of carriage sections of the train and the longitudinal clearance value of the coupler; Step 23: compare the changed length of the train after relief calculated in step 22 with the distance between the rear of the train and the insulating joint calculated in step 21; if the distance between the rear of the train and the insulating joint is greater than the changed length of the train after relief, the train can be relieved in advance; otherwise, the train cannot be relieved in advance.

3. A protection method for early relief of railway trains according to claim 2, characterized in that: The specific formula for calculating the change in length of the train after relief in step 22 is: L=2M·N Among them, L is the changed length of the train after relief; M is the longitudinal clearance value of the coupler, and the longitudinal direction refers to the length direction of the train; N is the number of car sections of the train.

4. A protection method for early relief of railway trains according to claim 1, characterized in that: In step 1, a Beidou positioning module is installed on the rear host of the railway train to locate the rear position information of the railway train.

5. A protection method for early relief of railway trains according to claim 1, characterized in that: The specific method for judging whether the railway train will invade the line insulation node (3) during the early relief process in step 3 is: Install early relief auxiliary protection equipment at the safety distance threshold, and use the auxiliary protection equipment to determine whether the rear end of the railway train will invade the wire insulation joint during early relief; The safety distance threshold is located on one side of the insulating joint (3), and the safety distance threshold is far away from the warning mark (5).

6. A protection method for early relief of railway trains according to claim 5, characterized in that: The distance calculation formula between the safety distance threshold and the edge of the insulating joint (3) is: H=2M·Q Wherein, H is the distance between the safety distance threshold and the edge of the insulating joint (3); M is the longitudinal clearance value of the coupler, and the longitudinal direction refers to the length direction of the train; Q is the safety threshold coefficient.

7. A protection method for early relief of railway trains according to claim 5, characterized in that: The auxiliary protection equipment includes detection equipment, controller and indicator light; The indicator lights include a No. 1 indicator light strip and a No. 2 indicator light strip; A detection device, used for detecting a reflected signal from the bottom of the train and sending the reflected signal to a controller; The controller is used to control the No. 1 indicator light to light up when the reflection signal is received, prompting the train not to ease in advance; and to control the No. 2 indicator light to light up when the reflection signal is not received, prompting the train to ease in advance.

8. A protection method for early relief of railway trains according to claim 7, characterized in that: The auxiliary protection equipment also includes a geomagnetic equipment fixing member (6); The geomagnetic equipment fixing member (6) comprises two U-shaped frames (6-1), four connecting ears (6-2), a connecting rod (6-3) and a hoop (6-4); Two ends of each U-shaped frame (6-1) are respectively connected to a connecting ear (6-2), and each U-shaped frame (6-1) and the two connecting ears (6-2) connected thereto form an integral structure; The two U-shaped frames (6-1) are buckled onto the railway sleepers (2), a screw rod passes through the connecting ear (6-2) to fix the two U-shaped frames (6-1) together, one end of the connecting rod (6-3) is connected to the outer side wall of the bottom U-shaped frame (6-1), and the other end of the connecting rod (6-3) is connected to the clamp (6-4); The detection device is fixed in the clamp (6-4); and the detection device is located at a safety distance threshold.

9. A protection method for early relief of railway trains according to claim 7, characterized in that: The indicator lights also include a number 3 indicator light strip and a number 4 indicator light strip; The No. 3 indicator light strip and the No. 4 indicator light strip are both set in the vehicle duty room; and the No. 3 indicator light strip is lit or extinguished synchronously with the No. 1 indicator light strip, and the No. 4 indicator light strip is lit or extinguished synchronously with the No. 2 indicator light strip.

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