A protection method for advance relief of a railway train

Abstract

The application relates to a protection method for early relief of a railway train, relates to a railway train dispatching protection method, and aims to solve the problem of reduced safety of railway train operation caused by early relief of the railway train. First, tail position information of the railway train is located; whether the railway train can be early relieved is judged according to the tail position information of the railway train; if the railway train can be early relieved, the railway train starts early relief, and whether the railway train will invade an insulation joint in the process of early relief is judged; if the insulation joint is not invaded in the process of early relief, the railway train continues early relief until the railway train completes the early relief; if the railway train cannot be early relieved, the railway train remains unchanged; if the insulation joint is invaded in the process of early relief, the railway train stops early relief. The safety of the train in early relief operation is improved.

Description

Technical Field

[0001] This invention relates to a railway train dispatching and protection method. Background Technology

[0002] Due to railway line capacity limitations, some trains need to yield at stations, generally with freight trains yielding to passenger trains and slower trains yielding to high-speed trains. After an overtaking train passes, the waiting train should immediately begin to move, but due to specific reasons, the waiting train on the siding usually only begins to move after the overtaking train has passed on the main line. The time required for this movement depends on parameters such as locomotive model, decompression, and number of cars in the train formation. For Dongfeng locomotives, JZ-7 type brakes, 50-car freight train formations, and a decompression of 100 kPa, the theoretical charging time is 93 seconds, while the actual measured value is around 150 seconds. For Harmony locomotives, CCBII type brakes, 50-car freight train formations, and a decompression of 100 kPa, the theoretical charging time is 172.5 seconds. For freight trains with a maximum formation of 70 cars and a brake decompression of 100 kPa, the theoretical charging time is around 259 seconds, while the actual moving time exceeds 5 minutes. Consequently, railway train dispatchers devised methods to move the waiting trains earlier, and in practice, such as... Figure 1 As shown, after a long waiting train is released, the length of the waiting train will increase. If the waiting train crosses an insulated joint or an intrusion joint, the track circuit will be activated, and the interlocking switch system will immediately close the section, affecting normal train operation. If the released waiting train crosses the warning marker, and a high-speed overtaking train has already arrived, it may lead to a train accident. At the same time, some freight cars stay at stations for a long time, and due to leakage of air pressure in the brake pipes, they may gradually release, resulting in a longer train formation. Therefore, premature release of trains seriously affects the safety of railway train operation, leading to a decrease in operational safety. Summary of the Invention

[0003] The purpose of this invention is to solve the problem of reduced safety of railway train operation caused by early train deceleration, and to propose a protective method for early train deceleration.

[0004] The protective method for early train deceleration described in this invention is as follows:

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

[0006] Step 2: Determine whether the train can be released in advance based on the rear position information of the train. If the train can be released in advance, proceed to Step 3; otherwise, proceed to Step 4.

[0007] Step 3: The train begins early release and determines whether it will encroach on the insulation joint during the early release process; if so, the train stops early release and proceeds to Step 4; otherwise, proceed to Step 5.

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

[0009] Step 5: Continue to ease off trains ahead of schedule until the easing off trains are completed.

[0010] Furthermore, the specific steps in step two for determining whether the railway train can alleviate the situation in advance based on the rear position information of the train are as follows:

[0011] Step 2: 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 vehicle rear position information.

[0012] Step 22: Calculate the change length of the train after the coupler is released, based on the number of train carriages and the longitudinal clearance value of the coupler.

[0013] Step 23: Compare the changed length of the train after the release 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 the release, the train can release in advance; otherwise, the train cannot release in advance.

[0014] Furthermore, the specific formula for calculating the change in length of the train after the release in step two-two is as follows:

[0015] L = 2M·N

[0016] Where L is the change in length after the train is released; M is the longitudinal clearance value of the coupler, where longitudinal refers to the length direction of the train; and N is the number of carriages of the train.

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

[0018] Furthermore, the specific method for determining whether a railway train will encroach on the insulation joint during the early mitigation process in step three is as follows:

[0019] Install early mitigation auxiliary protection equipment at the safe distance threshold, and use the auxiliary protection equipment to determine whether the rear of the railway train will encroach on the insulation joint during the early mitigation process;

[0020] The safety distance threshold is located on one side of the insulating joint and is far from the warning marker.

[0021] Furthermore, the formula for calculating the distance between the safety distance threshold and the edge of the insulating joint is as follows:

[0022] H = 2M·Q

[0023] Wherein, 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, where longitudinal refers to the length direction of the train; and Q is the safety threshold coefficient.

[0024] Furthermore, the auxiliary protection equipment includes detection devices, a controller, and indicator lights;

[0025] The indicator lights include indicator light strip number one and indicator light strip number two;

[0026] The detection equipment is used to detect reflected signals from the bottom of the train and send the reflected signals to the controller;

[0027] The controller is used to illuminate indicator light one when the reflected signal is received, indicating that the train should not release the train prematurely, and to illuminate indicator light two when the reflected signal is not received, indicating that the train can release the train prematurely.

[0028] Furthermore, the auxiliary protective equipment also includes geomagnetic device fixing components;

[0029] The geomagnetic device fixing component includes two U-shaped frames, four connecting lugs, a connecting rod, and a clamp;

[0030] Each U-shaped frame is connected to a connecting lug at each end, and each U-shaped frame and the two connecting lugs are a single piece;

[0031] Two U-shaped frames are fastened to the railway sleepers, and a screw passes through the connecting lug 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 inside the clamp; and the detection device is located at a safe distance threshold.

[0033] Furthermore, the indicator light also includes indicator light strip No. 3 and indicator light strip No. 4;

[0034] Both indicator light strip No. 3 and indicator light strip No. 4 are located in the train operation duty room; and indicator light strip No. 3 lights up or turns off synchronously with indicator light strip No. 1, and indicator light strip No. 4 lights up or turns off synchronously with indicator light strip No. 2.

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

[0036] This invention determines whether a train can abort ahead of schedule based on the rear position information of the train. If the train can abort ahead of schedule, it improves the efficiency of railway transportation and ensures the safe operation of the train. At the same time, by installing auxiliary protection equipment for aborting ahead of schedule at the safe distance threshold, it protects trains that abort ahead of schedule normally and abnormally. When the rear of the train reaches the safe distance threshold, the auxiliary protection equipment issues an alarm message to prompt the train driver to take emergency action, preventing the waiting train from encroaching on the insulation joint during normal or abnormal aborting ahead of schedule, thus improving the safety of the train when aborting ahead of schedule is in operation. Attached Figure Description

[0037] Figure 1 This is a comparative diagram of the train's early release before and after the initial release in the background technology;

[0038] Figure 2 This is a flowchart of a protective method for early warning of railway trains in a specific implementation method one;

[0039] Figure 3 This is a flowchart illustrating the specific steps involved in determining whether a railway train can alleviate the situation ahead of schedule in Implementation Method 2.

[0040] Figure 4 This is a schematic diagram showing the location and structure of the auxiliary protective equipment installed on the railway in Specific Implementation Method Seven;

[0041] Figure 5 This is a three-dimensional structural diagram of the geomagnetic device fixing component in the eighth specific implementation method.

[0042] Among them, 1 is the rail; 2 is the sleeper; 3 is the insulating joint; 4 is the signal; 5 is the warning marker; 6 is the fixing part of the geomagnetic equipment; 6-1 is the U-shaped frame; 6-2 is the connecting ear; 6-3 is the connecting rod; and 6-4 is the clamp. Detailed Implementation

[0043] Specific Implementation Method 1: A protective method for early train deceleration as described in this implementation method, wherein the protective method is as follows:

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

[0045] Step 2: Determine whether the train can be released in advance based on the rear position information of the train. If the train can be released in advance, proceed to Step 3; otherwise, proceed to Step 4.

[0046] Step 3: The train begins early release and determines whether it will encroach on the insulation joint 3 during the early release process; if so, the train stops early release and proceeds to Step 4; otherwise, proceed to Step 5.

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

[0048] Step 5: Continue to ease off trains ahead of schedule until the easing off trains are completed.

[0049] In this embodiment, the system determines whether the train can release the load in advance based on the rear position information of the train. If the train can release the load in advance, the system performs the advance release and determines whether the train will encroach on the insulation joint 3 during the advance release process. If the train will encroach on the insulation joint 3 during the advance release process, the system stops the advance release to ensure the absolute safety of the train.

[0050] While ensuring safe transportation, the time saved in transportation is shown in Table 1:

[0051] Table 1. Standard Table for Air Injection and Exhaust Time of Freight Trains

[0052]

[0053]

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

[0055] Specific Implementation Method Two: Combination Figure 2 This embodiment further defines the protective method for early train clearance described in Specific Embodiment 1. In this embodiment, the specific steps in step two of determining whether the train can be cleared in advance based on the rear position information of the train are as follows:

[0056] Step 2: 1. 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 length of the train after the coupler is released, based on the number of train carriages and the longitudinal clearance value of the coupler.

[0058] Step 23: Compare the changed length of the train after the release 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 the release, the train can release in advance; otherwise, the train cannot release in advance.

[0059] In this embodiment, by taking the above steps, it is determined whether the railway train can be cleared in advance, which effectively prevents the train waiting to clear in advance from encroaching on or crossing the insulation joint, thereby improving the safety of the railway train's early clearance operation.

[0060] Specific Implementation Method Three: This implementation method further defines the protective method for early train release described in Specific Implementation Method Two. In this implementation method, the specific formula for calculating the change in length after train release in step three is as follows:

[0061] L = 2M·N

[0062] Where L is the change in length after the train is released; M is the longitudinal clearance value of the coupler, where longitudinal refers to the length direction of the train; and N is the number of carriages 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 railway freight cars is approximately 1.95cm; the longitudinal clearance value for railway passenger cars is less than 1.8cm.

[0064] Specific Implementation Method Four: This implementation method further defines the protective method for early mitigation of railway trains described in Specific Implementation Method Three. In this implementation method, in step one, a Beidou positioning module is installed on the train tail host to locate the position information of the train tail.

[0065] In this embodiment, the power supply and network of the Beidou positioning module are derived from the train tail host. The existing freight train tail safety protection system consists of two parts: the train tail host and the train tail locomotive radio, communicating via 400MHz digital intercom. The train tail host transmits brake pipe air pressure to the locomotive radio's integrated wireless communication CIR system. The train tail host also uploads data to the M-GRIS and RMS systems via the GSM-R network, which monitor the status of the train tail equipment en route. Compared to the existing freight train tail safety protection system described above, the advantage of this embodiment, which adds a Beidou positioning module to the train tail, is that it can directly transmit the train tail position information to the locomotive radio or the host computer in the station control room, allowing the host computer to determine whether the train can mitigate the impact in advance.

[0066] Specific Implementation Method Five: This implementation method further defines the protective method for early release of railway trains described in Specific Implementation Method One. In this implementation method, the specific method for determining whether the railway train will intrude into the insulation joint 3 during the early release process in step three is as follows:

[0067] Install early mitigation auxiliary protection equipment at the safe distance threshold, and use the auxiliary protection equipment to determine whether the rear of the railway train will encroach on the insulation joint during the early mitigation process;

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

[0069] In this embodiment, an early mitigation auxiliary protection device is installed at the safe distance threshold. This auxiliary protection device has the advantages of wireless transmission, low power consumption, good stability, and high real-time performance. When an alarm message is issued, it indicates that the train train is too long and has exceeded the warning distance, and the indicator light in front of the driver prompts the driver that mitigation is not possible; otherwise, it prompts the driver that mitigation is possible.

[0070] Specific Implementation Method Six: This implementation method further defines the protective method for early train deceleration described in Specific Implementation Method Five. In this implementation method,

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

[0072] H = 2M·Q

[0073] Wherein, 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, where longitudinal refers to the train length direction; and 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 is likely to intrude into the insulation joint of the track, which may lead to a train accident. Therefore, the railway train driver should be notified in time to take emergency measures. The safety threshold coefficient Q is 70.

[0075] Detailed Implementation Method Seven: Combination Figure 3 This embodiment further defines the protective method for early warning of railway trains described in Specific Embodiment Five. In this embodiment, the auxiliary protective equipment includes a detection device, a controller, and an indicator light.

[0076] The indicator lights include indicator light strip number one and indicator light strip number two;

[0077] The detection equipment is used to detect reflected signals from the bottom of the train and send the reflected signals to the controller;

[0078] The controller is used to illuminate indicator light one when the reflected signal is received, indicating that the train should not release the train prematurely, and to illuminate indicator light two when the reflected signal is not received, indicating that the train can release the train prematurely.

[0079] In this embodiment, indicator light strips No. 1 and No. 2 are installed in the driver's cab; the insulating joint 3 is fixed on the outer arm of the rail 1, the signal 4 is connected to the insulating joint 3, and the warning marker 5 is installed on the ground behind the insulating joint 3 relative to the direction of train travel, and the warning marker 5 is far away from the two rails 1; the detection device is installed in the middle of the sleeper 2 and along the direction of train travel, on the inner side of the insulating joint 3; the detection device consists of a GMS geomagnetic sensor and a 24G MS millimeter-wave radar; when a train passes, it will cause a magnetic field disturbance. The GMS geomagnetic sensor is used to detect the magnetic field disturbance. When a magnetic field disturbance occurs, it is determined that a train has arrived. The magnetic field disturbance is used as the trigger signal for 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. Based on whether the reflected signal can be received, it is determined whether the train is pressing on the detection device, and thus whether the situation can be mitigated; the detection distance of the millimeter-wave radar is 20-40cm.

[0080] Detailed Implementation Method 8: Combination Figure 4 This embodiment further defines the protective method for early warning of railway trains described in Specific Embodiment Seven. In this embodiment, the auxiliary protective equipment also includes a geomagnetic device fixing component 6.

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

[0082] Each U-shaped frame 6-1 is connected to a connecting lug 6-2 at each end, and each U-shaped frame 6-1 and the two connecting lugs 6-2 are a single piece;

[0083] Two U-shaped frames 6-1 are fastened to railway sleepers 2. A screw passes through the connecting lug 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 installed inside the clamp 6-4; and the detection device is located at the safe distance threshold.

[0085] In this embodiment, the geomagnetic device fixing component 6 is used to fix the detection device, which can prevent the railway train from not contacting the detection device during the journey and can also 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 is used to fix the clamp 6-4, and the clamp 6-4 fixes the detection device. This fixing structure keeps the detection device away from the sleeper 2 and indirectly fixes the detection device to the sleeper 2, with good fixing effect and does not affect the detection effect of the detection device.

[0086] Specific Implementation Method Nine: This implementation method further defines the protective method for early warning of railway trains described in Specific Implementation Method Seven. In this implementation method, the indicator light also includes indicator light strip No. 3 and indicator light strip No. 4.

[0087] Both indicator light strip No. 3 and indicator light strip No. 4 are located in the train operation duty room; and indicator light strip No. 3 lights up or turns off synchronously with indicator light strip No. 1, and indicator light strip No. 4 lights up or turns off synchronously with indicator light strip No. 2.

[0088] In this embodiment, indicator lights No. 3 and No. 4 facilitate the duty officer in the train operation room to observe the early release status of railway trains, thereby further improving the safety of railway operations.

[0089] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method of protection for advance relief of a railway train, characterized in that, The protection method is: Step one, positioning the tail position information of the railway train; Step two, determining whether the railway train can be relieved in advance according to the tail position information of the railway train; If the railway train can be relieved in advance, step three is executed; Otherwise, step four is executed; Step three, the railway train starts to relieve in advance, and it is determined whether the railway train will invade the insulating joint (3) in the process of relieving in advance; if yes, the railway train stops relieving in advance, and step four is executed; otherwise, step five is executed; Step four, the railway train remains unchanged; Step five, the railway train continues to relieve in advance until the railway train completes relieving in advance.

2. A method of protection for advance relief of a railway train according to claim 1, characterized in that, The specific steps for determining whether the railway train can be relieved in advance according to the tail position information of the railway train in step two are: Step two one, calculating the distance between the insulating joint and the tail according to the pre-stored insulating joint position information and the received tail position information; Step two two, calculating the changed length of the train after relieving according to the car body number of the train and the longitudinal gap value of the coupler; Step two three, comparing the changed length of the train after relieving calculated in step two two with the distance between the tail and the insulating joint calculated in step two one; if the distance between the tail and the insulating joint is greater than the changed length of the train after relieving, the train can be relieved in advance; otherwise, the train cannot be relieved in advance.

3. A method of protection for advance relief of a railway train according to claim 2, characterized in that, The specific formula for calculating the changed length of the train after relieving in step two two is: L=2M·N Wherein, L is the changed length of the train after relieving; M is the longitudinal gap value of the coupler, the longitudinal direction refers to the length direction of the train; N is the car body number of the train.

4. A method for protecting against premature release of a railway train according to claim 1, characterized in that, In step one, the Beidou positioning module is installed on the tail main machine at the tail of the railway train to position the tail position information of the railway train.

5. A method for protecting against premature release of a railway train according to claim 1, characterized in that, The specific method for determining whether the railway train will invade the insulating joint (3) in the process of relieving in advance in step three is: An auxiliary protection device for relieving in advance is installed at the safe distance threshold, which is used to determine whether the tail of the railway train will invade the insulating joint in the process of relieving in advance; The safe distance threshold is located on one side of the insulating joint (3), and the safe distance threshold is away from the warning post (5).

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

7. A method of protection for advance relief of a railway train as defined in claim 5, wherein, The auxiliary protection device includes a detection device, a controller and an indicator light; The indicator light includes a first indicator light belt and a second indicator light belt; The detection device is used to detect the reflected signal at the bottom of the train and send the reflected signal to the controller; The controller is used to control the first indicator light belt to light up when the reflected signal is received, prompting the train to prohibit relieving in advance, and control the second indicator light belt to light up when the reflected signal is not received, prompting the train to relieve in advance.

8. A method of protection for advance relief of a railway train according to claim 7, characterized in that, The auxiliary protection device further includes a geomagnetic device fixing member (6); The geomagnetic device fixing member (6) comprises two U-shaped frames (6-1), four connecting ears (6-2), a connecting rod (6-3) and a clamp (6-4); Two ends of each U-shaped frame (6-1) are connected with one connecting ear (6-2) respectively, and each U-shaped frame (6-1) and the two connecting ears (6-2) connected therewith are an integral structure; The two U-shaped frames (6-1) are buckled on the railway sleeper (2), a screw rod passes through the connecting ears (6-2) to fix the two U-shaped frames (6-1) together, one end of the connecting rod (6-3) is connected with the outer side wall of the bottom U-shaped frame (6-1), and the other end of the connecting rod (6-3) is connected with 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 method for protecting against premature release of a railway train according to claim 7, characterized in that, The indicator light further comprises a third indicator light strip and a fourth indicator light strip; The third indicator light strip and the fourth indicator light strip are arranged in the train service duty room, and the third indicator light strip is synchronously turned on or turned off with the first indicator light strip, and the fourth indicator light strip is synchronously turned on or turned off with the second indicator light strip.

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