Safety Anti-collision apparatus for degraded train in TACS system, method, device, and medium

Abstract

The present invention relates to a safety anti-collision apparatus for a degraded train in a TACS system, a method, a device, and a medium. The apparatus comprises: a magnet, mounted at a train end and used for generating a magnetic field signal; a magnetic sensor, mounted at the train end and used for detecting a magnetic field signal generated by a magnet at an adjacent train end; an anti-collision controller, mounted on the train, connected to the magnetic sensor, and used for performing anti-collision control on the basis of the strength of the magnetic field signal of the magnet at an adjacent train measured by the magnetic sensor; and a magnetic track brake module, mounted at the bottom of a train body directly facing a track surface, wherein when a braking command of the anti-collision controller is received, a magnetic track brake force is generated between a magnetic track and the track surface. Compared with the prior art, the present invention has the advantages of integrating two braking mechanisms of magnetic track brake and reaction force exerted by magnetic fields on magnets, safely and quickly braking until a train stops, greatly enhancing the safety of a degraded train in a TACS system, and so on.

Description

Degraded Train Safety Collision Avoidance Devices, Methods, Equipment, and Media for TACS System Technical Field

[0001] This invention relates to rail transit signaling systems, and more particularly to a degraded train safety collision avoidance device, method, equipment, and medium for a TACS system. Background Technology

[0002] In the Train Autonomous Control System (TACS) based on vehicle-to-vehicle communication, trains are autonomously controlled based on resource allocation. Under normal operation, TACS can safely ensure the separation between trains and prevent collisions between adjacent trains. However, in the case of degraded trains, since the TACS system does not rely on the occupancy detection of secondary track detection equipment, the safety separation protection of degraded trains is more complex and largely depends on personnel protection, resulting in a lower level of safety. Furthermore, even when the train is in TACS mode, if the track becomes slippery, the emergency braking guarantee rate of the train control system cannot be guaranteed, thus posing a safety risk of train collision.

[0003] For train separation protection in slippery track conditions, the current common practice is to increase the protective distance between trains. However, this approach cannot completely guarantee that adjacent trains will not collide when the rail adhesion coefficient decreases significantly. Furthermore, the increased separation distance also impacts operational efficiency to some extent. For degraded train collision avoidance solutions, most currently employ active collision avoidance systems, utilizing various complex sensors. These active protection systems are structurally complex, expensive, and their safety remains to be verified. Even with sensor failure, they cannot completely prevent train collisions.

[0004] A search of Chinese Patent Publication No. CN110979382A reveals a train electromagnetic anti-collision system and method, specifically comprising: a distance monitoring module, a main control module, a speed monitoring module, a first electromagnetic device, and a second electromagnetic device; a first power supply powers the first electromagnetic device, and a second power supply powers the second electromagnetic device; the main control module is used to determine whether to energize the first and second power supplies based on the first vehicle speed, the second vehicle speed, the first acceleration, the second acceleration, and the first distance. When both the first and second electromagnetic devices are energized, the repulsive force generated between them increases the acceleration of the first train and decreases the acceleration of the second train. When the following train is about to collide with the preceding train, the electromagnetic devices installed on the front and rear trains form a magnetic field with the same polarity as the opposing train, generating a repulsive force sufficient to ensure safety and prevent the collision. However, this existing patent still has safety hazards, such as: the single electromagnetic braking intervention being too late to completely avoid train collisions; and excessive electromagnetic force in the later stages of braking causing derailment. Summary of the Invention

[0005] The purpose of this invention is to overcome the defects of the prior art by providing a degraded train safety collision avoidance device, method, equipment and medium for the TACS system, so as to achieve safe separation protection between trains in special scenarios such as train degrade or slippery track.

[0006] The objective of this invention can be achieved through the following technical solutions:

[0007] According to a first aspect of the present invention, a degraded train safety collision avoidance device for a TACS system is provided, the device comprising:

[0008] Magnets are installed at the ends of train cars to generate magnetic field signals;

[0009] A magnetic sensor, installed at the end of a train, is used to detect the magnetic field signal generated by the magnet at the end of an adjacent train.

[0010] The collision avoidance controller is installed on the train and connected to the magnetic sensor. It is used to perform collision avoidance control based on the strength of the magnetic field signal of the magnets of adjacent trains detected by the magnetic sensor.

[0011] The magnetic rail braking module is installed at the bottom of the train body, directly opposite the rail surface. When it receives a braking command from the anti-collision controller, the magnetic rail generates magnetic rail braking force with the rail surface.

[0012] As a preferred technical solution, the magnetic track braking module is installed independently of the train wheels.

[0013] As a preferred technical solution, the device integrates magnetic track braking and magnetic reaction force braking, thereby forming a two-stage braking mechanism.

[0014] As a preferred technical solution, the secondary braking mechanism is as follows: when the distance between two adjacent trains is greater than a set threshold, the magnetic track braking plays a dominant role; otherwise, the magnetic reaction force braking plays a dominant role.

[0015] As a preferred technical solution, the device supports automatic activation of the anti-collision function, and also supports manual activation of the anti-collision function.

[0016] As a preferred technical solution, when the train is in normal operating TACS mode, even if the distance between the current train and the adjacent train is less than a set threshold, the anti-collision controller controls the magnetic track not to brake.

[0017] As a preferred technical solution, when the train is in degraded mode, the anti-collision controller automatically enables magnetic rail braking, or when the train is in TACS mode but the braking force is insufficient due to slippery rail surface, the magnetic rail braking is manually enabled.

[0018] As a preferred technical solution, after the magnetic track braking is enabled, when the collision avoidance controller detects that the magnetic field signal of the adjacent train is greater than the threshold for applying magnetic track braking through the magnetic sensor, the collision avoidance controller generates an activation command for magnetic track braking to drive the magnetic track to brake; when the adjacent train moves away, when the magnetic field signal of the adjacent train detected by the magnetic sensor is less than the threshold for releasing magnetic track braking, the collision avoidance controller generates a release command for magnetic track braking to alleviate the magnetic track braking.

[0019] As a preferred technical solution, when the train is in normal operating TACS mode, the magnet does not generate a magnetic field signal.

[0020] As a preferred technical solution, when the train is in degraded mode or receives a magnetic field signal generated by an adjacent train, the anti-collision controller automatically enables the excitation of the train's magnet, or the magnet is manually enabled.

[0021] As a preferred technical solution, when the magnets of adjacent trains are enabled, as the distance between adjacent trains decreases, the same-polarity magnets installed at the ends of the two adjacent trains generate increasingly larger repulsive forces, preventing the two trains from colliding.

[0022] According to a second aspect of the present invention, a method for using a degraded train safety collision avoidance device employing the TACS system is provided, the method comprising the following steps:

[0023] Step S1: The train operates normally on the line in TACS mode;

[0024] Step S2: The anti-collision device determines whether the current train has malfunctioned or whether there is a situation where manual activation is required. If the current train has malfunctioned, the anti-collision device automatically enables the magnetic rail braking and magnet excitation, or manually enables the magnetic rail braking and magnet excitation according to the track conditions.

[0025] Step S3: Enable magnetic rail braking and magnet excitation;

[0026] In step S4, the magnetic reaction force begins to work. As the distance between adjacent trains gradually decreases, the magnetic reaction force at the ends of the two trains increases rapidly.

[0027] Step S5: The magnetic sensor at the end of the train detects the magnetic field signal of the adjacent train. If the magnetic field signal is greater than the threshold for applying magnetic rail braking, the anti-collision controller generates an activation command for magnetic rail braking and drives the magnetic rail to brake.

[0028] In step S6, the train applies magnetic rail braking, and the magnetic reaction force continues to act, causing the train to decelerate rapidly.

[0029] Step S7: Determine whether the train has stopped. If yes, proceed to step S8; otherwise, continue to step S6.

[0030] Step S8: After the train stops, the magnetic track braking and magnet excitation are cancelled.

[0031] According to a third aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described thereon.

[0032] According to a fourth aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method described thereon.

[0033] Compared with the prior art, the present invention has the following advantages:

[0034] 1) The anti-collision device of the TACS system of the present invention integrates the dual braking mechanism of magnetic track braking and magnetic field reaction force, which can safely and quickly stop the train and greatly enhance the safety of the TACS system for degrading trains or for interval protection in special scenarios.

[0035] 2) The train collision avoidance system based on the principle of magnetic repulsion ensures safe separation between trains from a physical perspective, preventing direct collisions between the two trains and significantly improving the safety of the TACS system under degraded conditions.

[0036] 3) The downgraded train collision avoidance device of the present invention uses electromagnets of the same polarity installed at both ends of the train to protect the train from collision by utilizing the principle of like charges repelling each other. The physical structure is simple, the failure rate is extremely low, and it ensures the high safety and high reliability of the downgraded train safety collision avoidance system, with low implementation cost.

[0037] 4) The downgraded train collision avoidance device of this invention combines magnetic rail braking, which triggers magnetic rail braking based on the magnitude of the magnetic field induction between the two trains, ensuring safe stopping and stable stopping of the train in a very short distance, and significantly reducing the risk of train collision. Attached Figure Description

[0038] Figure 1 shows the overall architecture of the TACS system;

[0039] Figure 2 is a schematic diagram of the train safety anti-collision device of the present invention;

[0040] Figure 3 is a schematic diagram of the train magnetic track braking activation of the present invention;

[0041] Figure 4 is a schematic diagram of the working principle of the train magnetic field force anti-collision of the present invention;

[0042] Figure 5 is a flowchart of the train collision avoidance system of the present invention; Detailed Implementation

[0043] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0044] As shown in Figure 1, the train autonomous operation system based on vehicle-to-vehicle communication mainly includes the trackside resource manager (WRC), trackside train manager (WTC), target controller (OC), automatic train monitoring system (ATS), onboard controller (CC), train collision avoidance control system (ACS), and transponders. The ATS subsystem is responsible for supervising and controlling train operation, with functions such as train tracking, alarm and event reporting, operation adjustment, and operation control. The WRC is responsible for line resource allocation and recovery, train sequence management, and signal control processing. The WTC is mainly responsible for managing and tracking faulty trains, taking over faulty trains to request and release resources, and interacting with adjacent trains. The OC mainly realizes the status acquisition and driving of trackside equipment, including the driving and status acquisition of signals. The CC requests and releases line resources according to the plan, actively controls trains, and realizes train safety protection and automatic train operation functions. The transponder, combined with the line map, is responsible for providing its location information. The ACS mainly realizes the train safety collision avoidance function. Through the cooperation of magnetic sensors, collision avoidance controllers, magnets, and magnetic rails installed on the train, it realizes the train safety collision avoidance function in degraded or special scenarios, enhancing the safety of train operation.

[0045] The train collision avoidance device architecture is shown in Figure 2. It mainly includes a magnetic sensor 2, a collision avoidance controller ACC, magnets 1, and a magnetic rail braking module 3. The train collision avoidance device is installed at both ends of the train. The magnetic sensor 2 is mainly installed at the ends of the train and detects the magnetic field signals generated by the magnets at the ends of adjacent trains through electromagnetic induction. The collision avoidance controller ACC mainly controls the collision avoidance system based on the strength of the magnetic field signals detected by the magnetic sensor from the magnets of adjacent trains, triggering the magnetic rail braking system to brake the train. Magnets 1 are installed at both ends of the train to generate magnetic field signals. At the same time, when magnetic poles of the same polarity approach each other, they can also generate a magnetic field reaction force, physically and safely preventing two adjacent trains from colliding. The magnetic rail braking module 3 is mainly installed at the bottom of the train body, directly opposite the rail surface. When it receives the braking command from the collision avoidance controller, the magnetic rail braking module 3 controls the magnetic rail to approach the rail surface to generate magnetic rail braking force, mitigating or preventing collisions between adjacent trains.

[0046] The train safety collision avoidance system integrates two-stage braking mechanisms: magnetic rail braking and magnetic reaction force braking. When two adjacent trains are far apart, the magnetic rail braking plays a dominant role due to the relatively small magnetic field force, generating braking force to reduce the train speed. When the two adjacent trains gradually approach each other and are about to collide, the magnetic field force of the magnet plays a dominant role, and the magnetic reaction force increases sharply, generating a significant reaction force to prevent the trains from colliding. This two-stage braking mechanism plays a complementary role in the train collision avoidance system.

[0047] The magnetic rail brake of the present invention is installed at the bottom of the train body, independent of the train wheels, and is not affected by the slippery rail surface, thus ensuring the effectiveness of the magnetic rail brake.

[0048] The magnetic reaction force braking method of this invention utilizes the principle of like poles repelling each other in magnetic fields. It is unaffected by faults in the train control system unit and sensors, thus ensuring the safety of the train's spacing protection at a physical level.

[0049] The train safety anti-collision device of this invention has an automatic anti-collision function and also supports manual activation of the anti-collision function. It is mainly used for train safety separation protection in special scenarios such as train downgrading or slippery track surface, avoiding the impact on the normal operation of TACS trains.

[0050] Figure 3 shows a schematic diagram of the train's magnetic track braking activation. When the train is in normal TACS mode, the train collision avoidance device will not enable magnetic track braking even if the current train is close to an adjacent train. When the train is in degraded mode, the train collision avoidance device will automatically enable magnetic track braking. Alternatively, when the train is in TACS mode but the braking force is insufficient due to slippery track surface, magnetic track braking will be manually enabled. After magnetic track braking is enabled, when the collision avoidance controller detects that the magnetic field signal of the adjacent train is greater than the threshold M_on for applying magnetic track braking, the collision avoidance controller generates a command to activate magnetic track braking, and the magnetic track braking module drives the magnetic track to brake. When the adjacent train moves away, and the magnetic field signal of the adjacent train detected by the magnetic sensor is less than the threshold M_off for releasing magnetic track braking, the collision avoidance controller generates a command to release magnetic track braking, the magnetic track braking module releases magnetic track braking, and the current train can continue to run.

[0051] Figure 4 illustrates the working principle of the train's magnetic field collision avoidance system. When the train is in normal TACS (Train Collision Avoidance System) mode, the collision avoidance device does not activate the magnets, and the magnets do not generate magnetic field signals, thus not affecting the normal operation of the train in TACS mode. When the train is in degraded mode or receives a magnetic field signal from an adjacent train, the collision avoidance controller automatically activates the magnets of its own train. Manual activation of the magnets is also supported, allowing for manual activation when the train is in TACS mode but experiences insufficient braking force due to slippery rail surfaces. When the magnets of adjacent trains are activated, as the distance between adjacent trains decreases, the same-polarity magnets installed at the ends of the two adjacent trains generate increasingly stronger repulsive forces, preventing collisions and physically avoiding the possibility of a train collision.

[0052] The above is an introduction to the device embodiments. The following method embodiments will further illustrate the solution of the present invention.

[0053] The collision avoidance flowchart of the TACS system in degraded mode is shown in Figure 5. Its main workflow is as follows:

[0054] Step S1: The train operates normally on the line in TACS mode;

[0055] Step S2: The anti-collision device determines whether the current train has malfunctioned or whether there is a situation where it is manually enabled. If the current train has malfunctioned, the anti-collision device automatically enables the magnetic rail braking and the magnet excitation, or the operator manually enables the magnetic rail braking and the magnet excitation according to the track conditions.

[0056] In step S3, the magnetic track braking module is enabled, and the magnet is simultaneously energized.

[0057] In step S4, the magnetic reaction force begins to work. As the distance between adjacent trains gradually decreases, the magnetic reaction force at the ends of the two trains increases rapidly.

[0058] Step S5: The magnetic sensor at the end of the train detects the magnetic field signal of the adjacent train. If the magnetic field signal is greater than the threshold M_on for applying magnetic rail braking, the anti-collision controller generates an activation command for magnetic rail braking, and the magnetic rail braking device drives the magnetic rail to brake.

[0059] In step S6, the train applies magnetic rail braking, and the magnetic reaction force continues to act, causing the train to decelerate rapidly.

[0060] Step S7: Determine if the train has stopped.

[0061] In step S8, after the train stops, the magnetic rail braking is canceled and the magnet excitation is canceled, thus avoiding a collision between adjacent trains.

[0062] This invention also provides an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0063] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0064] The processing unit performs the various methods and processes described above, such as the methods of the present invention. For example, in some embodiments, the methods of the present invention may be implemented as computer software programs tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of the methods of the present invention described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute the methods of the present invention by any other suitable means (e.g., by means of firmware).

[0065] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0066] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0067] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0068] 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 person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered 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 degraded train safety collision avoidance device for a TACS system, characterized in that, The device includes: Magnets are installed at the ends of train cars to generate magnetic field signals; A magnetic sensor, installed at the end of a train, is used to detect the magnetic field signal generated by the magnet at the end of an adjacent train. The collision avoidance controller is installed on the train and connected to the magnetic sensor. It is used to perform collision avoidance control based on the strength of the magnetic field signal of the magnets of adjacent trains detected by the magnetic sensor. The magnetic rail braking module is installed at the bottom of the train body, directly opposite the rail surface. When it receives a braking command from the anti-collision controller, the magnetic rail generates magnetic rail braking force with the rail surface.

2. The degraded train safety collision avoidance device for a TACS system according to claim 1, characterized in that, The magnetic track braking module is installed independently of the train wheels.

3. The degraded train safety collision avoidance device for a TACS system according to claim 1, characterized in that, The device integrates magnetic track braking and magnetic reaction force braking, thus forming a two-stage braking mechanism.

4. The degraded train safety collision avoidance device for a TACS system according to claim 3, characterized in that, The two-stage braking mechanism is as follows: when the distance between two adjacent trains is greater than a set threshold, the magnetic track braking plays a dominant role; otherwise, the magnetic reaction force braking plays a dominant role.

5. The degraded train safety collision avoidance device for a TACS system according to claim 1, characterized in that, The device supports automatic activation of the anti-collision function, and also supports manual activation of the anti-collision function.

6. The degraded train safety collision avoidance device for a TACS system according to claim 1, characterized in that, When the train is in normal operating TACS mode, the anti-collision controller will control the magnetic track not to brake even if the distance between the current train and the adjacent train is less than a set threshold.

7. The degraded train safety collision avoidance device for a TACS system according to claim 1, characterized in that, When the train is in degraded mode, the anti-collision controller automatically enables magnetic rail braking; or when the train is in TACS mode but the braking force is insufficient due to slippery rail surface, the magnetic rail braking is manually enabled.

8. The degraded train safety collision avoidance device for a TACS system according to claim 7, characterized in that, After the magnetic track braking is enabled, when the collision avoidance controller detects that the magnetic field signal of the adjacent train is greater than the threshold for applying magnetic track braking through the magnetic sensor, the collision avoidance controller generates an activation command for magnetic track braking and drives the magnetic track to brake; when the adjacent train moves away, when the magnetic field signal of the adjacent train detected by the magnetic sensor is less than the threshold for releasing magnetic track braking, the collision avoidance controller generates a release command for magnetic track braking and relieves the magnetic track braking.

9. A degraded train safety collision avoidance device for a TACS system according to claim 1, characterized in that, When the train is in normal operating TACS mode, the magnet does not generate a magnetic field signal.

10. A degraded train safety collision avoidance device for a TACS system according to claim 1, characterized in that, When the train is in degraded mode or receives a magnetic field signal from a neighboring train, the anti-collision controller automatically enables the excitation of the train's magnet, or the magnet can be manually enabled.

11. A degraded train safety collision avoidance device for a TACS system according to claim 10, characterized in that, When the magnets of adjacent trains are enabled, as the distance between the adjacent trains decreases, the same-polarity magnets installed at the ends of the two adjacent trains generate increasingly larger repulsive forces, preventing the two trains from colliding.

12. A method for using a degraded train safety collision avoidance device employing any one of the TACS systems described in claims 1-11, characterized in that, The method includes the following steps: Step S1: The train operates normally on the line in TACS mode; Step S2: The anti-collision device determines whether the current train has malfunctioned or whether there is a situation where manual activation is required. If the current train has malfunctioned, the anti-collision device automatically enables the magnetic rail braking and magnet excitation, or manually enables the magnetic rail braking and magnet excitation according to the track conditions. Step S3: Enable magnetic rail braking and magnet excitation; In step S4, the magnetic reaction force begins to work. As the distance between adjacent trains gradually decreases, the magnetic reaction force at the ends of the two trains increases rapidly. Step S5: The magnetic sensor at the end of the train detects the magnetic field signal of the adjacent train. If the magnetic field signal is greater than the threshold for applying magnetic rail braking, the anti-collision controller generates an activation command for magnetic rail braking and drives the magnetic rail to brake. In step S6, the train applies magnetic rail braking, and the magnetic reaction force continues to act, causing the train to decelerate rapidly. Step S7: Determine whether the train has stopped. If yes, proceed to step S8; otherwise, continue to step S6. Step S8: After the train stops, the magnetic track braking and magnet excitation are cancelled.

13. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the program, it implements the method as described in claim 12.

14. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in claim 12.

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