Train overspeed protection system and method

Abstract

The invention belongs to the technical field of rail transit, and provides a train overspeed protection system and method.The train overspeed protection system comprises a trackside subsystem and a train-mounted subsystem; the trackside subsystem comprises a micro-processing module and a train parking module; the train parking module comprises a first signal unit and a second signal unit of which the magnetic fields are overlapped; the first signal unit sends a first preparation signal under the control of the micro-processing module; the second signal unit sends a first trigger signal under the control of the micro-processing module; the vehicle-mounted subsystem comprises a signal processing unit and a third signal unit; when receiving the first preparation signal and the first trigger signal, the third signal unit sends a first brake signal to the signal processing unit, and the signal processing unit feeds back the first brake signal to the brake device. A large number of signal base stations are not needed, and overspeed protection is realized at low cost; the overspeed protection system is arranged according to different rail environments, the speed limiting requirements of different trains are met, the braking success rate is increased, and the danger possibility of the trains is reduced.

Description

Technical Field

[0001] The present invention belongs to the field of rail transit technology, and in particular relates to a train overspeed protection system and method. Background Art

[0002] Railway transportation has the characteristics of large transportation volume, environmental protection and energy saving, safety and reliability, and high punctuality. How to improve the operation safety of trains has always been a key research object. When the train runs at an excessive speed, it will not only affect the operational stability of the train, but also easily cause accidents such as rollover and derailment, and even train collision accidents, which will seriously affect the operation safety of the train.

[0003] Existing train overspeed protection mostly uses a train automatic protection system, also known as a train overspeed protection system, to prevent trains from running overspeed; using a train automatic protection system to prevent trains from running overspeed is costly and may have certain limitations in some track scenarios.

[0004] In order to ensure safe and reliable operation of trains, prevent train overspeeding and correct the overspeeding in time, there is an urgent need for a low-cost train overspeed protection system and method that can brake the train when the train is overspeeding. Summary of the invention

[0005] To solve the above problems, the present disclosure provides a train overspeed protection system and method, which adopts a trackside subsystem to send a preparation signal of a preset frequency and a trigger signal corresponding to the preparation signal; the on-board subsystem receives the preparation signal, and if the trigger signal corresponding to the preparation signal is received within a preset time length or at the same time, the train brakes, which can effectively prevent the train from speeding and affecting the safety of train driving.

[0006] The present invention is achieved through the following technical solutions: In a first aspect, an embodiment of the present disclosure provides a train overspeed protection system, the system comprising: a trackside subsystem and an onboard subsystem; The trackside subsystem includes a microprocessor module and a train parking module, and the train parking module includes a first signal unit and a second signal unit, wherein the magnetic fields of the first signal unit and the second signal unit are arranged to overlap; The first signal unit is electrically connected to the microprocessing module, and sends a first preparation signal under the control of the microprocessing module; the second signal unit is electrically connected to the microprocessing module, and sends a first trigger signal under the control of the microprocessing module; The vehicle-mounted subsystem includes a signal processing unit and a third signal unit, and the signal processing unit and the third signal unit are communicatively connected to perform information exchange; The third signal unit is located at the bottom of the train. When the third signal unit receives the first preparation signal and the first trigger signal, it sends the first braking signal to the signal processing unit, and the signal processing unit feeds back the first braking signal to the braking device.

[0007] Furthermore, The wayside subsystem also includes: an overspeed sensing module; The overspeed sensing module includes a fourth signal unit and a fifth signal unit, and a preset interval is provided between the fourth signal unit and the fifth signal unit; the fourth signal unit is electrically connected to the microprocessing module, and sends a second preparation signal under the control of the microprocessing module; the fifth signal unit is electrically connected to the microprocessing module, and sends a second trigger signal under the control of the microprocessing module; The vehicle-mounted subsystem also includes a vehicle-mounted timing unit, and the signal processing unit, the third signal unit and the vehicle-mounted timing unit are communicatively connected to perform information exchange; When the third signal unit receives the second preparation signal, it feeds back the first timing signal to the on-board timing unit, and the on-board timing unit starts timing for a preset duration; when the third signal unit receives the second trigger signal, it feeds back the second timing signal to the on-board timing unit; within the preset duration, the on-board timing unit receives the first timing signal and the second timing signal, the on-board timing unit sends a second braking signal to the signal processing unit, and the signal processing unit feeds back the second braking signal to the braking device.

[0008] Furthermore, The microprocessor module controls the train stop module according to the signal status; When the signal light turns red, the microprocessor module controls the first signal unit to send a first preparation signal, and controls the second signal unit to send a first trigger signal.

[0009] Furthermore, The signal frequency of the first preparation signal is different from the signal frequency of the first trigger signal.

[0010] Furthermore, For railway lines with a line speed greater than or equal to 30 kilometers per hour, the trackside subsystem is provided with an overspeed sensing module; wherein the line speed is the speed limit of the train preset for the railway line.

[0011] Furthermore, The greater the line speed, the greater the distance between the fifth signal unit and the signal machine, and the greater the preset interval between the fourth signal unit and the fifth signal unit.

[0012] Furthermore, The signal frequency of the second preparation signal is different from the signal frequency of the second trigger signal.

[0013] Furthermore, The trackside subsystem is provided with a plurality of overspeed sensing modules, and the preset intervals of the fourth signal unit and the fifth signal unit in the plurality of overspeed sensing modules are different.

[0014] Furthermore, On the same rail, a first trackside subsystem and a second trackside subsystem are arranged along the extension direction of the rail; wherein the first trackside subsystem is used to protect trains traveling in a first direction from overspeeding; and the second trackside subsystem is used to protect trains traveling in a second direction from overspeeding.

[0015] Furthermore, The first trackside subsystem includes a first train parking module, and the first signal unit and the second signal unit in the first train parking module are arranged sequentially along the first direction; the second trackside subsystem includes a second train parking module, and the first signal unit and the second signal unit in the second train parking module are arranged sequentially along the second direction.

[0016] Furthermore, The first trackside subsystem also includes a first overspeed sensing module, and the fourth signal unit and the fifth signal unit in the first overspeed sensing module are arranged in sequence along the first direction; The second trackside subsystem includes a second overspeed sensing module, and the fourth signal unit and the fifth signal unit in the second overspeed sensing module are arranged in sequence along the second direction.

[0017] In a second aspect, an embodiment of the present disclosure further provides a train overspeed protection method, the method comprising: Sending a first preparation signal under the control of the microprocessing module, and sending a first trigger signal under the control of the microprocessing module; When the third signal unit receives the first preparation signal and the first trigger signal, it sends the first braking signal to the signal processing unit, and the signal processing unit feeds back the first braking signal to the braking device.

[0018] Furthermore, Sending a second preparation signal under the control of the microprocessing module, and sending a second trigger signal under the control of the microprocessing module; When the third signal unit receives the second preparation signal, it feeds back the first timing signal to the on-board timing unit, and the on-board timing unit starts timing for a preset duration; when the third signal unit receives the second trigger signal, it feeds back the second timing signal to the on-board timing unit; within the preset duration, the on-board timing unit receives the first timing signal and the second timing signal, the on-board timing unit sends a second braking signal to the signal processing unit, and the signal processing unit feeds back the second braking signal to the braking device.

[0019] Compared with the prior art, the present invention has the following advantages: 1. Low cost, economical and applicable, overspeed protection can be achieved without setting up a large number of signal base stations; 2. The overspeed protection system can be set up according to different track environments to meet different train speed limit requirements, improve the braking success rate, and reduce the possibility of train danger.

[0020] Other features and advantages of the present disclosure will be described in the following description, and partly become apparent from the description, or be understood by implementing the present disclosure. The purpose and other advantages of the present disclosure can be realized and obtained by the structures pointed out in the description, claims and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the embodiments of the present disclosure or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0022] Figure 1 A schematic diagram of a train overspeed protection system provided by an embodiment of the present disclosure; Figure 2 A schematic diagram of another train overspeed protection system provided by an embodiment of the present disclosure; Figure 3 A schematic diagram of a train parking module provided by an embodiment of the present disclosure; Figure 4 A schematic diagram of another train parking module provided in an embodiment of the present disclosure; Figure 5 A schematic diagram of another train parking module provided in an embodiment of the present disclosure; Figure 6 A schematic diagram of an overspeed sensing module provided in an embodiment of the present disclosure; Figure 7 A schematic diagram of another overspeed sensing module provided in an embodiment of the present disclosure; Figure 8 A schematic diagram of another overspeed sensing module provided in an embodiment of the present disclosure; Fig. 9 A schematic diagram of another overspeed sensing module provided in an embodiment of the present disclosure; Fig.10 A flow chart of a train overspeed protection method provided in an embodiment of the present disclosure. DETAILED DESCRIPTION

[0023] In order to make the purpose, technical solution and advantages of the embodiments of the present disclosure clearer, the technical solution in the embodiments of the present disclosure will be clearly and completely described below in conjunction with the drawings in the embodiments of the present disclosure. Obviously, the described embodiments are part of the embodiments of the present disclosure, not all of the embodiments. Based on the embodiments in the present disclosure, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present disclosure.

[0024] In the disclosed embodiment, a trackside subsystem is set in areas where the train speed needs to be limited, such as: some signal positions, in front of train stop panels and mechanical car stops, in front of railway turnouts, and other areas where trains may collide. The trackside subsystem sends a pre-set frequency of preparation signal and a trigger signal corresponding to the preparation signal. The on-board subsystem is set according to the type of train, for example: passenger trains are all equipped with on-board subsystems; the on-board subsystem receives the preparation signal sent by the trackside subsystem, and if the on-board subsystem receives the trigger signal corresponding to the preparation signal at the same time or within a preset time, the train is decelerated and braked by ground physical braking or train on-board braking.

[0025] First, Figure 1 A schematic diagram of a train overspeed protection system provided by an embodiment of the present disclosure is shown in FIG. Figure 1 As shown, an embodiment of the present disclosure provides a train overspeed protection system, which includes: a trackside subsystem and an on-board subsystem. The trackside subsystem includes a microprocessing module 1 and a train stop module 2, and the train stop module 2 includes a first signal unit 21 and a second signal unit 22, wherein the first signal unit 21 and the second signal unit 22 are arranged with overlapping magnetic fields. The first signal unit 21 is electrically connected to the microprocessing module 1, and sends a first preparation signal under the control of the microprocessing module 1; the second signal unit 22 is electrically connected to the microprocessing module 1, and sends a first trigger signal under the control of the microprocessing module 1. The on-board subsystem includes a signal processing unit and a third signal unit, and the signal processing unit and the third signal unit are communicatively connected to exchange information. The third signal unit is located at the bottom of the train. When the third signal unit receives the first preparation signal and the first trigger signal, it sends a first braking signal to the signal processing unit, and the signal processing unit feeds back the first braking signal to the braking device.

[0026] During the running process of the train, when the train passes through the first signal unit 21 and the second signal unit 22 and the third signal unit located at the bottom of the train receives the first preparation signal and the first trigger signal at the same time, the third signal unit sends a first braking signal to the signal processing unit, and the signal processing unit feeds back the first braking signal to the braking device. At this time, the braking device will forcefully brake the train, and the braking method for the train can be ground physical braking.

[0027] The on-board subsystem is provided with a train stopping module 2 for forcibly braking a moving train. It is suitable for scenarios with strict train speed limits, such as when the vehicle needs to stop at a station, at some signal lights 4, in front of a train stop board and a mechanical stopper, in front of a railway junction, and other areas where trains may collide.

[0028] In some examples, the trackside subsystem further includes: an overspeed sensing module 3; the overspeed sensing module 3 includes a fourth signal unit 31 and a fifth signal unit 32, and there is a preset interval between the fourth signal unit 31 and the fifth signal unit 32. The fourth signal unit 31 is electrically connected to the microprocessing module 1, and sends a second preparation signal under the control of the microprocessing module 1; the fifth signal unit 32 is electrically connected to the microprocessing module 1, and sends a second trigger signal under the control of the microprocessing module 1. The vehicle-mounted subsystem further includes an on-board timing unit, and the signal processing unit, the third signal unit and the on-board timing unit are connected in communication to exchange information; when the third signal unit receives the second preparation signal, it feeds back a first timing signal to the on-board timing unit, and the on-board timing unit starts timing a preset time; when the third signal unit receives the second trigger signal, it feeds back a second timing signal to the on-board timing unit; within the preset time, the on-board timing unit receives the first timing signal and the second timing signal, and the on-board timing unit sends a second braking signal to the signal processing unit, and the signal processing unit feeds back the second braking signal to the braking device.

[0029] The overspeed sensing module 3 is used to limit the speed of the train. When the speed exceeds the limit, the train is braked to slow down the train. When the train passes the fourth signal unit 31, the third signal unit receives the second preparation signal sent by the fourth signal unit 31, and the third signal unit feeds back the first timing signal to the on-board timing unit to start the timing of the on-board timing unit. If within the preset time, the third signal unit receives the second trigger signal sent by the fifth signal unit 32, and the third signal unit feeds back the second timing signal to the on-board timing unit, then the on-board timing unit sends a second braking signal to the signal processing unit, and the signal processing unit feeds back the second braking signal to the braking device. At this time, the train slows down by braking, and the braking method for the train can be on-board braking of the train. If the third signal unit does not receive the second trigger signal sent by the fifth signal unit 32 within the preset time, the train does not need to brake, and the on-board timing unit stops timing and resets after completing timing. The preset time is set according to the distance between the fourth signal unit 31 and the fifth signal unit 32, the braking performance of the on-board braking device of the train, and the signal delay that may occur in the actual driving scene.

[0030] In order to more clearly illustrate the train overspeed protection system in the present disclosure, embodiments are provided below for further specific description.

[0031] Embodiment 1: In the disclosed embodiment, the train overspeed protection system includes: a trackside subsystem and an on-board subsystem. The trackside subsystem includes a microprocessing module 1 and a train stop module 2, and the train stop module 2 includes a first signal unit 21 and a second signal unit 22, wherein the magnetic fields of the first signal unit 21 and the second signal unit 22 are arranged to overlap. The first signal unit 21 is electrically connected to the microprocessing module 1, and sends a first preparation signal under the control of the microprocessing module 1; the second signal unit 22 is electrically connected to the microprocessing module 1, and sends a first trigger signal under the control of the microprocessing module 1. The on-board subsystem includes a signal processing unit and a third signal unit, and the signal processing unit and the third signal unit are communicatively connected to exchange information. The third signal unit is located at the bottom of the train. When the third signal unit receives the first preparation signal and the first trigger signal, it feeds back the first braking signal to the signal processing unit, and the signal processing unit feeds back the first braking signal to the braking device.

[0032] In the disclosed embodiment, the first signal unit 21 and the second signal unit 22 are arranged as close as possible so that the magnetic fields of the first signal unit 21 and the second signal unit 22 overlap, thereby increasing the signal strength sent by the first signal unit 21 and the second signal unit 22. Furthermore, the first signal unit 21 and the second signal unit 22 are arranged as close as possible so as to ensure that the third signal unit of the vehicle-mounted subsystem can receive the first preparation signal and the first trigger signal almost simultaneously. In actual situations, when a train passes through the train stop module 2, the first signal unit 21 and the second signal unit 22 are very close to each other, and the third signal unit receives the first preparation signal and the first trigger signal almost simultaneously within a very short time interval.

[0033] Furthermore, when the first signal unit 21 and the second signal unit 22 are electromagnetic loops, by arranging the first signal unit 21 and the second signal unit 22 close to each other, the magnetic fields can be better overlapped to improve the signal strength.

[0034] In some examples, the first signal unit 21 and the second signal unit 22 are arranged as close as possible, and the third signal unit passes the first signal unit 21 and the second signal unit 22 almost simultaneously with the train; the microprocessor module 1 controls the first signal unit 21 to send the first preparation signal while controlling the second signal unit 22 to send the first trigger signal to ensure that the third signal unit located at the bottom of the train can receive the first preparation signal and the first trigger signal when the train passes the first signal unit 21 and the second signal unit 22.

[0035] It should be understood that the vehicle-mounted subsystem includes a signal processing unit and a third signal unit. The third signal unit can be electrically connected to the signal processing unit. The third signal unit can also be connected to the signal processing unit using wireless communication methods such as wireless network and Bluetooth, or integrated into an electronic device.

[0036] In the disclosed embodiment, the train stop module 2 can be closed in some areas through an enable signal sent externally or the control of the microprocessor module 1. When a train needs to stop on a track in a station, a prohibition sign is set at a specific position of the track, for example: the signal 4 lights up a red light, and at this time, the train is not allowed to pass the signal 4. Normally, the train stop module 2 and the signal 4 are at the same position. When the train needs to leave the station, the signal 4 will light up the permission signal (green light). At this time, the microprocessor module 1 will control the closure of the train stop module 2, so that the train can pass the signal 4 and the corresponding train stop module 2 normally.

[0037] It should be understood that the train stop module 2 is set according to actual needs. When the train stop module 2 is set near the signal 4, when the signal 4 turns on the red light, the microprocessor module 1 controls the first signal unit 21 of the train stop module 2 to send a first preparation signal, and controls the second signal unit 22 to send a first trigger signal.

[0038] In the disclosed embodiment, the location where the train stop module 2 is set is usually related to the signal 4. The location of the station's exit signal 4 is usually set at the station exit. If a train enters the exit signal 4, it may directly cause the train to enter the wrong route, thereby affecting the normal operation of subsequent trains, causing traffic chaos, and even causing a train collision accident. Therefore, the risk of a train entering the exit signal 4 is higher than that of entering other types or other locations of signals 4. The train stop module 2 is set at the location of the exit signal 4 to brake the train that enters the exit signal 4.

[0039] In the embodiments of the present disclosure, Figure 2 As shown, the signal 4 is provided with a closed insulating joint 5. After the train passes the signal 4, it will also pass the closed insulating joint 5. Usually, after the first set of wheels of the train passes the closed insulating joint 5 corresponding to the signal 4, the signal 4 receives a closing signal, and the signal 4 changes from a permission signal (non-red light) to a red light signal. When the train approaches and passes the signal 4 when the signal 4 displays a permission signal (non-red light), after the train passes the closed insulating joint 5 of the signal 4, the signal 4 changes from a permission signal (non-red light) to a red light signal. At this time, if the position of the train stop module 2 is set unreasonably, it is possible that after the train passes the closed insulating joint 5 of the signal 4 normally, the signal 4 changes from a permission signal (non-red light) to a red light signal, and then the on-board subsystem set in the train passes the train stop module 2, which will cause the train to brake unnecessarily. Therefore, the setting of the train stop module 2 should avoid the occurrence of the aforementioned situation. For example, the train stop module 2 is set at the position of the signal 4 to keep a certain distance from the closed insulating joint 5.

[0040] In the embodiment of the present disclosure, taking into account that it may not be possible to effectively prevent the occurrence of the above-mentioned situation during the actual deployment of the trackside subsystem, and that unnecessary braking may occur due to other situations, after the signal 4 changes from a permission signal (non-red light) to a red light signal, the microprocessor module 1 does not immediately start the train stop module 2, but after a delay, controls the first signal unit 21 of the train stop module 2 to send a first preparation signal, and controls the second signal unit 22 to send a first trigger signal. The delay time may be 10 seconds.

[0041] In the disclosed embodiment, the delayed start of the train stop module 2 can also be achieved by delaying the closing timing of the signal 4. Usually, after the first set of wheels of the train passes over the closed insulating joint 5 corresponding to the signal 4, the signal 4 receives the closing signal, and the signal 4 changes from the permission signal (non-red light) to the red light signal; the closing timing of the signal 4 is changed to that after the last set of wheels of the train passes over the closed insulating joint 5 corresponding to the signal 4, the signal 4 changes from the permission signal (non-red light) to the red light signal, and the train stop module 2 is started, so as to achieve the delayed start of the train stop module 2.

[0042] Furthermore, the position of the closed insulating joint 5 corresponding to the signal 4 may be changed, for example, the distance between the signal 4 and the corresponding closed insulating joint 5 may be increased to achieve delayed start of the train stop module 2 .

[0043] In the embodiment of the present disclosure, the signal frequencies of the first preparation signal sent by the first signal unit 21 and the first trigger signal sent by the second signal unit 22 are different. If the third signal unit of the on-board subsystem first receives the first preparation signal and then receives the first trigger signal, it is determined that the train is traveling in the first direction, and the on-board subsystem needs to send a first braking signal to the braking device; if the third signal unit of the on-board subsystem first receives the first trigger signal and then receives the first preparation signal, the on-board subsystem will not send the first braking signal to the braking device, that is, the train is not traveling in the first direction and will not brake.

[0044] Embodiment 2: The train overspeed protection system in the embodiment of the present disclosure includes a trackside subsystem and an onboard subsystem. In the track area where the train speed needs to be limited, the trackside subsystem includes a train parking module 2, an overspeed sensing module 3 and a microprocessing module 1. The overspeed sensing module 3 includes a fourth signal unit 31 and a fifth signal unit 32, and there is a preset interval between the fourth signal unit 31 and the fifth signal unit 32; the fourth signal unit 31 is electrically connected to the microprocessing module 1, and sends a second preparation signal under the control of the microprocessing module 1; the fifth signal unit 32 is electrically connected to the microprocessing module 1, and sends a second trigger signal under the control of the microprocessing module 1.

[0045] The vehicle-mounted subsystem also includes an on-board timing unit, and the signal processing unit, the third signal unit and the on-board timing unit are in communication connection and exchange information. When the third signal unit receives the second preparation signal, it feeds back the first timing signal to the on-board timing unit, and the on-board timing unit starts timing for a preset time; when the third signal unit receives the second trigger signal, it feeds back the second timing signal to the on-board timing unit; within the preset time, the on-board timing unit receives the first timing signal and the second timing signal, and the on-board timing unit sends a second braking signal to the signal processing unit, and the signal processing unit feeds back the second braking signal to the braking device.

[0046] Furthermore, the on-board timing unit may be electrically connected to the third signal unit and the signal processing unit, or may be connected to the third signal unit and the signal processing unit using wireless communication methods such as wireless network and Bluetooth, or may be integrated into one electronic device.

[0047] In the embodiment of the present disclosure, the preset interval between the fourth signal unit 31 and the fifth signal unit 32 is related to the line speed of the railway line on which they are located. The line speed is the maximum speed of a train when passing through the railway line, that is, the preset speed limit of the train on the railway line. The greater the line speed of the train, the greater the distance from the fifth signal unit 32 to the signal machine 4, and the greater the preset interval between the fourth signal unit 31 and the fifth signal unit 32.

[0048] Furthermore, there is a preset interval between the fourth signal unit 31 and the fifth signal unit 32; the preset interval needs to be set according to the setting position of the overspeed sensing module 3 and the limit requirement for the train speed. For example, when the speed limit for the train is more stringent and the train needs to maintain a lower speed, the preset interval between the fourth signal unit 31 and the fifth signal unit 32 is adjusted to a smaller one.

[0049] In order to maximize the effectiveness of the train overspeed protection system, the overspeed sensing module 3 should be as far away from the signal 4 as possible. However, the increase in distance will reduce the effectiveness of the train overspeed protection system and increase the probability of unnecessary braking. Therefore, the location setting of the overspeed sensing module 3 needs to be technically constrained to reduce unnecessary braking and ensure the effectiveness of the train overspeed protection system as much as possible.

[0050] In the embodiment of the present disclosure, as shown in Table 1, the preset interval between the fourth signal unit 31 and the fifth signal unit 32, and the distance between the fifth signal unit 32 and the signal 4, are related to parameters such as line speed, train braking performance and the type of train; usually, the distance between the fifth signal unit 32 and the signal 4 is 350 meters or less.

[0051]

[0052] Table 1 Furthermore, the track may have uphill and downhill conditions, so the distance from the fifth signal unit 32 to the signal 4 is adjusted according to the steepest downhill or gentlest uphill within 400 meters behind the signal. The general adjustment range is to reduce the distance by 25 meters or increase the distance by 75 meters.

[0053] In the embodiment of the present disclosure, as shown in Table 2, the preset duration of the on-board timing unit of the on-board subsystem of the passenger train is set to 974 milliseconds based on engineering experience, and the preset duration of the on-board timing unit of the on-board subsystem of the freight train is set to 1218 milliseconds. Therefore, when the distance from the fifth signal unit 32 to the signal 4 and the preset interval between the fourth signal unit 31 and the fifth signal unit 32 are the same, the speed limit for the passenger train and the freight train is also different, that is, when the distance from the fifth signal unit 32 to the signal 4 and the preset interval between the fourth signal unit 31 and the fifth signal unit 32 are the same, the set speed of the passenger train is greater than the set speed of the freight train; wherein the set speed is the minimum speed at which the overspeed sensing module 3 triggers braking when the train passes through the overspeed sensing module 3 in working state.

[0054]

[0055] Table 2 Continuing to refer to Table 2, according to the distance between the fifth signal unit 32 and the signal 4, and the preset duration of the on-board timing unit of the on-board subsystem, the preset interval between the fourth signal unit 31 and the fifth signal unit 32 is calculated, and the set speed of the train is calculated. The greater the line speed, the greater the distance between the fifth signal unit 32 and the signal 4; the smaller the line speed, the smaller the preset interval between the fourth signal unit 31 and the fifth signal unit 32; the overspeed sensing module 3 is usually set for railway lines with a line speed greater than or equal to 30 kilometers per hour.

[0056] Furthermore, the train braking process corresponds to a train braking curve, and the setting of the preset interval between the fourth signal unit 31 and the fifth signal unit 32 should take into account the braking performance of the train at different times and speeds in addition to the aforementioned restrictions.

[0057] In the embodiment of the present disclosure, the signal frequencies of the second preparation signal sent by the fourth signal unit 31 and the second trigger signal sent by the fifth signal unit 32 are different. If the third signal unit of the on-board subsystem first receives the second preparation signal and then receives the second trigger signal, it is judged that the train is traveling in the first direction. After receiving the second preparation signal sent by the fourth signal unit 31, if the second trigger signal sent by the fifth signal unit 32 is received within a preset time, the on-board subsystem needs to send a second braking signal to the braking device; if the third signal unit of the on-board subsystem first receives the second trigger signal, the on-board subsystem will not start timing, and it is judged that the train is not traveling in the first direction, and the train will not brake.

[0058] It should be understood that the speeding sensing module 3 is set according to actual needs. When the speeding sensing module 3 needs to be set near the traffic light 4, when the traffic light 4 turns on the red light, the microprocessor module 1 controls the fourth signal unit 31 of the speeding sensing module 3 to send a second preparation signal and controls the fifth signal unit 32 to send a second trigger signal.

[0059] In the embodiment of the present disclosure, the trackside subsystem may be provided with a plurality of overspeed sensing modules 3, and the preset intervals of the fourth signal unit 31 and the fifth signal unit 32 in the plurality of overspeed sensing modules 3 may be different, and are set according to the overspeed protection requirements of the railway line. Among them, the setting of the preset intervals of the fourth signal unit 31 and the fifth signal unit 32 refers to Table 1, Table 2 and the corresponding contents, and will not be repeated here.

[0060] Furthermore, the speeding sensing module 3 can be set as needed between the emergency braking starting point and the signal 4 (for example, each speeding sensing module 3 is evenly arranged at fixed intervals), or between the starting point of the track area where speed limit is required in the railway line and the signal 4.

[0061] Embodiment 3: In the embodiment of the present disclosure, in order to realize overspeed protection for trains traveling in both directions on the same rail, a first trackside subsystem and a second trackside subsystem are arranged along the extension direction of the rail on the same rail. The first trackside subsystem is arranged along the first direction for overspeed protection of trains traveling in the first direction, and the second trackside subsystem is arranged along the second direction for overspeed protection of trains traveling in the second direction.

[0062] like Figure 3 As shown, the first trackside subsystem includes a first train parking module, and the first signal unit 21 and the second signal unit 22 in the first train parking module are arranged sequentially along the first direction; the second trackside subsystem includes a second train parking module, and the first signal unit 21' and the second signal unit 22' in the second train parking module are arranged sequentially along the second direction.

[0063] like Figure 4 As shown, when the first train parking module and the second train parking module need to be set at the same position, the first signal unit 21' in the second train parking module is between the first signal unit 21 and the second signal unit 22 in the first train parking module; the first signal unit 21 in the first train parking module is between the first signal unit 21' and the second signal unit 22' in the second train parking module.

[0064] like Figure 5 As shown, when the first train parking module and the second train parking module need to be set at the same position, the second signal unit 22 in the first train parking module is between the first signal unit 21' and the second signal unit 22' in the second train parking module; the second signal unit 22' in the second train parking module is between the first signal unit 21 and the second signal unit 22 in the first train parking module.

[0065] In some examples, the first trackside subsystem includes a first overspeed sensing module, and the fourth signal unit 31 and the fifth signal unit 32 in the first overspeed sensing module are arranged sequentially along the first direction; the second trackside subsystem includes a second overspeed sensing module, and the fourth signal unit 31' and the fifth signal unit 32' in the second overspeed sensing module are arranged sequentially along the second direction.

[0066] like Figure 6 , 7 As shown, the fourth signal unit 31 and the fifth signal unit 32 in the first overspeed sensing module are arranged adjacent to each other, and the fourth signal unit 31' and the fifth signal unit 32' in the second overspeed sensing module are arranged adjacent to each other. The first overspeed sensing module can be between the first train stop module and the second overspeed sensing module, or between the second train stop module and the second overspeed sensing module; the second overspeed sensing module can be between the second train stop module and the first overspeed sensing module, or between the first train stop module and the first overspeed sensing module.

[0067] like Figure 8 As shown, when the first overspeed sensing module and the second overspeed sensing module need to be set at the same position, the fourth signal unit 31 of the first overspeed sensing module is set between the fourth signal unit 31' and the fifth signal unit 32' of the second overspeed sensing module, and the fourth signal unit 31' of the second overspeed sensing module is set between the fourth signal unit 31 and the fifth signal unit 32 of the first overspeed sensing module, thereby realizing the alternating arrangement of the first overspeed sensing module and the second overspeed sensing module.

[0068] like Fig. 9As shown, when the first overspeed sensing module and the second overspeed sensing module need to be set at the same position, the fifth signal unit 32 of the first overspeed sensing module is set between the fourth signal unit 31' and the fifth signal unit 32' of the second overspeed sensing module; the fifth signal unit 32' of the second overspeed sensing module is set between the fourth signal unit 31 and the fifth signal unit 32 of the first overspeed sensing module, thereby realizing the alternating arrangement of the first overspeed sensing module and the second overspeed sensing module.

[0069] Furthermore, the first trackside subsystem may include a plurality of first overspeed sensing modules, and the second trackside subsystem may include a plurality of second overspeed sensing modules.

[0070] In the train overspeed protection system in the embodiment of the present disclosure, the trackside subsystem may include only a train stopping module to achieve forced braking of the train at low cost; or a train stopping module and an overspeed sensing module may be provided to achieve emergency braking of the train while controlling the train speed; or a train stopping module and multiple overspeed sensing modules may be provided to reduce the speed of a high-speed train in sections and achieve emergency braking of the train.

[0071] Compared with the prior art, the present invention has the following advantages: 1. Low cost, economical and applicable, overspeed protection can be achieved without setting up a large number of signal base stations; 2. The overspeed protection system can be set up according to different track environments to meet different train speed limit requirements, improve the braking success rate, and reduce the possibility of train danger.

[0072] Second, Fig.10 A flow chart of a train overspeed protection method provided by an embodiment of the present disclosure is as follows: Fig.10 As shown, the embodiment of the present disclosure provides a train overspeed protection method, the train overspeed protection method comprising: S1: sending a first preparation signal under the control of the microprocessing module, and sending a first trigger signal under the control of the microprocessing module.

[0073] S2: When the third signal unit receives the first preparation signal and the first trigger signal, it sends the first braking signal to the signal processing unit, and the signal processing unit feeds back the first braking signal to the braking device.

[0074] In some examples, the train overspeed protection method further includes: S1': sending a second preparation signal under the control of the microprocessing module, and sending a second trigger signal under the control of the microprocessing module.

[0075] S2': When the third signal unit receives the second preparation signal, it feeds back the first timing signal to the on-board timing unit, and the on-board timing unit starts timing for a preset duration; when the third signal unit receives the second trigger signal, it feeds back the second timing signal to the on-board timing unit; within the preset duration, the on-board timing unit receives the first timing signal and the second timing signal, the on-board timing unit sends a second braking signal to the signal processing unit, and the signal processing unit feeds back the second braking signal to the braking device.

[0076] Although the present disclosure has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present disclosure.

Claims

1. A train overspeed protection system, characterized in that: The system comprises: a trackside subsystem and an onboard subsystem; The trackside subsystem includes a microprocessing module and a train parking module, and the train parking module includes a first signal unit and a second signal unit, wherein the magnetic fields of the first signal unit and the second signal unit overlap; The first signal unit is electrically connected to the micro-processing module, and sends a first preparation signal under the control of the micro-processing module; the second signal unit is electrically connected to the micro-processing module, and sends a first trigger signal under the control of the micro-processing module; The vehicle-mounted subsystem includes a signal processing unit and a third signal unit, and the signal processing unit and the third signal unit are communicatively connected to perform information exchange; The third signal unit is located at the bottom of the train. When the third signal unit receives the first preparation signal and the first trigger signal, it sends a first braking signal to the signal processing unit, and the signal processing unit feeds back the first braking signal to the braking device.

2. The system according to claim 1, characterized in that The trackside subsystem also includes: an overspeed sensing module; The overspeed sensing module includes a fourth signal unit and a fifth signal unit, and there is a preset interval between the fourth signal unit and the fifth signal unit; the fourth signal unit is electrically connected to the micro-processing module, and sends a second preparation signal under the control of the micro-processing module; the fifth signal unit is electrically connected to the micro-processing module, and sends a second trigger signal under the control of the micro-processing module; The vehicle-mounted subsystem further includes a vehicle-mounted timing unit, and the signal processing unit, the third signal unit and the vehicle-mounted timing unit are communicatively connected to perform information exchange; When receiving the second preparation signal, the third signal unit feeds back a first timing signal to the on-board timing unit, and the on-board timing unit starts timing for a preset duration; when receiving the second trigger signal, the third signal unit feeds back a second timing signal to the on-board timing unit; within the preset duration, the on-board timing unit receives the first timing signal and the second timing signal, the on-board timing unit sends a second braking signal to the signal processing unit, and the signal processing unit feeds back the second braking signal to the braking device.

3. The system according to claim 1, characterized in that The microprocessor module controls the train stopping module according to the signal state; When the traffic light turns red, the micro-processing module controls the first signal unit to send the first preparation signal, and controls the second signal unit to send the first trigger signal.

4. The system according to claim 3, characterized in that A signal frequency of the first preparation signal is different from a signal frequency of the first trigger signal.

5. The system according to claim 2, characterized in that For a railway line with a line speed greater than or equal to 30 kilometers per hour, the trackside subsystem is provided with the overspeed sensing module; wherein the line speed is the speed limit of the train preset for the railway line.

6. The system according to claim 5, characterized in that The greater the line speed, the greater the distance between the fifth signal unit and the signal machine, and the greater the preset interval between the fourth signal unit and the fifth signal unit.

7. The system according to claim 2, characterized in that A signal frequency of the second preparation signal is different from a signal frequency of the second trigger signal.

8. The system according to claim 2, characterized in that The trackside subsystem is provided with a plurality of the overspeed sensing modules, and the preset intervals between the fourth signal unit and the fifth signal unit in the plurality of the overspeed sensing modules are different.

9. The system according to claim 1, characterized in that On the same rail, a first trackside subsystem and a second trackside subsystem are arranged along the extension direction of the rail; wherein the first trackside subsystem is used to protect trains traveling in a first direction from overspeeding; and the second trackside subsystem is used to protect trains traveling in a second direction from overspeeding.

10. The system according to claim 9, characterized in that The first trackside subsystem includes a first train stopping module, in which the first signal unit and the second signal unit are arranged sequentially along a first direction; the second trackside subsystem includes a second train stopping module, in which the first signal unit and the second signal unit are arranged sequentially along a second direction.

11. The system according to claim 9, characterized in that The first trackside subsystem further includes a first overspeed sensing module, and the fourth signal unit and the fifth signal unit in the first overspeed sensing module are arranged in sequence along the first direction; The second trackside subsystem includes a second overspeed sensing module, and the fourth signal unit and the fifth signal unit in the second overspeed sensing module are arranged in sequence along the second direction.

12. A train overspeed protection method, characterized in that: The method comprises: sending a first preparation signal under the control of the microprocessing module, and sending a first trigger signal under the control of the microprocessing module; When the third signal unit receives the first preparation signal and the first trigger signal, it sends a first braking signal to the signal processing unit, and the signal processing unit feeds back the first braking signal to the braking device.

13. The method according to claim 12, characterized in that The train overspeed protection method further includes: sending a second preparation signal under the control of the microprocessing module, and sending a second trigger signal under the control of the microprocessing module; When receiving the second preparation signal, the third signal unit feeds back a first timing signal to the on-board timing unit, and the on-board timing unit starts timing for a preset duration; when receiving the second trigger signal, the third signal unit feeds back a second timing signal to the on-board timing unit; within the preset duration, the on-board timing unit receives the first timing signal and the second timing signal, the on-board timing unit sends a second braking signal to the signal processing unit, and the signal processing unit feeds back the second braking signal to the braking device.

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