WO2021228060A1 - 一种列车运行防护方法及装置 - Google Patents

一种列车运行防护方法及装置 Download PDF

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WO2021228060A1
WO2021228060A1 PCT/CN2021/092949 CN2021092949W WO2021228060A1 WO 2021228060 A1 WO2021228060 A1 WO 2021228060A1 CN 2021092949 W CN2021092949 W CN 2021092949W WO 2021228060 A1 WO2021228060 A1 WO 2021228060A1
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Prior art keywords
train
braking
protection system
automatic
traction
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PCT/CN2021/092949
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English (en)
French (fr)
Inventor
王军
曾晓青
梁建英
毛瑞雷
杨丽丽
万松琦
王啸尘
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中车青岛四方机车车辆股份有限公司
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Publication of WO2021228060A1 publication Critical patent/WO2021228060A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/126—Brakes for railway vehicles coming into operation in case of exceeding a predetermined speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0081—On-board diagnosis or maintenance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/009—On-board display devices

Definitions

  • the embodiments of the present application relate to the technical field of train safety, and in particular, to a train operation protection method and device.
  • ATP Automatic Train Protection
  • the automatic train protection system can monitor the running speed of the train through ground equipment or other means. When an overspeed train is detected, the automatic train protection system can automatically cut off the power supply of the traction converter and output a braking command to the braking system, thereby cutting off the train's power source and braking, reducing the train's operating speed to allowable Within the safety range.
  • the embodiments of the present application provide a train operation protection method and device, which are designed to provide safety protection for the train when the automatic train protection system fails, and to prevent the train from running at an excessive speed.
  • an embodiment of the present application provides a train operation protection method, and the method includes:
  • the state feedback signal of the automatic train protection system includes the state feedback signal of the passive contact of the isolating switch of the automatic train protection system, and the isolating switch is used to start or stop using the automatic train protection system .
  • the method further includes:
  • Send speed limit information including the maximum speed limit to the traction converter so that the traction converter can obtain the current running speed of the train, compare the current running speed of the train with the maximum speed limit, and set the current train Stop traction when the running speed is higher than the maximum speed limit.
  • the method further includes:
  • the outputting a braking instruction to the train braking system includes:
  • an emergency braking instruction is output to the train braking system, so that the train braking system performs emergency braking according to the emergency braking instruction.
  • the method further includes:
  • the failure prompt signal is sent to the network center to notify the train dispatch center that the automatic train protection system is in a failure state.
  • an embodiment of the present application provides a train operation protection device, the device including:
  • the status acquisition module is used to acquire the status feedback signal of the automatic train protection system, and the status feedback signal of the automatic train protection system indicates whether the automatic train protection system is working normally;
  • the failure judgment module is used for judging whether the automatic train protection system is in a failure state according to the state feedback signal of the automatic train protection system;
  • the failure prompt module is used to generate and display a failure prompt signal when the automatic train protection system is in a failure state, so as to remind the train driver that the automatic train protection system is in a failure state;
  • a speed comparison module for obtaining the current running speed of the train, and comparing the current running speed of the train with the maximum speed limit
  • the traction cutting module is used to send a cutting traction command to the traction converter when the current running speed of the train is greater than the maximum speed limit, so that the traction converter stops traction.
  • the device further includes:
  • the traction speed limit module is used to send the speed limit information including the maximum speed limit to the traction converter, so that the traction converter obtains the current running speed of the train, and compares the current running speed of the train with the maximum speed limit And stop traction when the current train speed is greater than the maximum speed limit.
  • the device further includes:
  • the braking module is used to output a braking instruction to the train braking system so that the train braking system performs braking according to the braking instruction.
  • the braking module includes:
  • the service brake module is used to output a service brake command to the train brake system, so that the train brake system performs service brake according to the service brake command;
  • the brake detection module is configured to receive the service brake detection signal sent by the brake force detection circuit, where the service brake detection signal indicates whether the brake force generated by the service brake is sufficient for braking;
  • the emergency braking module is used to output an emergency braking instruction to the train braking system when the braking force generated by the service brake is insufficient, so that the train braking system performs emergency braking according to the emergency braking instruction.
  • an embodiment of the present application provides a train, the train includes a processor, and the processor is configured to execute the train operation protection method provided in the foregoing first aspect.
  • the embodiments of the present application provide a train operation protection method and device, which can first obtain the state feedback signal of the automatic train protection system, and determine whether the automatic train protection system is in a failed state according to the state feedback signal of the automatic train protection system .
  • the automatic train protection system When the automatic train protection system is in a failed state, generate and display a failure prompt signal for prompting the train driver of the failure of the automatic train protection system; obtain the current running speed of the train, and compare the current running speed of the train with the maximum limit The size of the speed; when the current running speed of the train is greater than the maximum speed limit, a cut-off traction command is sent to the traction converter to control the traction converter to stop traction.
  • the failure of the automatic train protection system can be detected in time through the status feedback signal, and the running speed of the train can be monitored when the automatic train protection system fails.
  • the running speed of the train ensures the safe operation of the train.
  • FIG. 1 is a method flowchart of a train operation protection method provided by an embodiment of the application
  • FIG. 2 is a schematic structural diagram of a train operation protection device provided by an embodiment of the application.
  • FIG. 3 is a schematic structural diagram of a train operation protection device provided by an embodiment of the application.
  • FIG. 4 is a schematic structural diagram of a train operation protection device provided by an embodiment of the application.
  • Fig. 5 is a schematic structural diagram of a train operation protection device provided by an embodiment of the application.
  • the automatic train protection system can obtain the actual running speed of the train through the sensor measurement, obtain the speed limit information of the current line section through the network, compare whether the actual running speed of the train exceeds the speed limit, and control the deceleration of the train when the train is overspeed, so as to realize the control
  • the speed of the train is monitored to prevent accidents caused by the speeding of the train.
  • the train's control system cannot automatically adjust the train's running speed.
  • the train driver can only manually adjust the train's power input or activate the brake system, relying on the driver's manual Control the speed of the train. Because manual control may have problems such as operation lag and low control accuracy, when the automatic train protection system fails, the train may still run at overspeed, which poses a safety hazard.
  • this application provides a train operation protection method.
  • the preferred embodiment of the present application will be described from the perspective of. It should be particularly noted that the train operation protection method provided in the embodiments of the present application can be run in a train network system, or can be run in an automatic train control system (ATC) or other systems, which is not limited in this application.
  • ATC automatic train control system
  • Fig. 1 is a method flowchart of a train operation protection method provided by an embodiment of the application, including:
  • S102 Determine whether the automatic train protection system is in a failure state according to the state feedback signal of the automatic train protection system.
  • the train network system can obtain the status feedback signal of the automatic train protection system, so as to detect the working status of the automatic train protection system and determine whether the automatic train protection system is in a failed state.
  • the train network system may not monitor the running speed of the train, and only the automatic train protection system monitors the running speed of the train to prevent the train from overspeeding.
  • the status feedback signal of the automatic train protection system indicates that the automatic train protection system is in an abnormal working state, it indicates that the automatic train protection system may be malfunctioning, and the train's running speed cannot be controlled in a timely and accurate manner.
  • the train network system can execute step S103-step S105 to adjust the running speed of the train.
  • the automatic train protection system often has an isolating switch for starting or stopping the use of the automatic train protection system.
  • the train driver or the controller can switch the isolation switch to the closed state, thereby controlling the automatic train protection system to stop working or cutting off the signal transmission between the automatic train protection system and other systems.
  • the working state of the passive contact of the isolating switch of the automatic train protection system can be used to indicate the working state of the automatic train protection system.
  • the sensor circuit can be used to monitor the working state of the passive contact of the isolating switch of the train automatic protection system, and generate the corresponding state feedback signal and send it to the train network system.
  • the train network system can judge whether the automatic train protection system is invalid according to the received status feedback signal.
  • the train network system can generate and send a failure prompt signal.
  • the train network system can control the indicator light in the cab to light up or send out a voice signal to notify the driver that the automatic train protection system is malfunctioning.
  • the train network system can also send a failure warning signal to the network center to notify the network center that the train automatic protection system of the train has failed, so as to issue warnings and warnings to other trains along the train. The automatic train protection system of the train was repaired in time to further ensure the safety of train operation.
  • S104 Obtain the current running speed of the train, and compare the current running speed of the train with the maximum speed limit.
  • the train network system can obtain the current running speed of the train after determining the failure of the automatic train protection system, and compare whether the current running speed of the train is greater than the maximum speed limit. When the current running speed of the train exceeds the maximum speed limit, it means that the train is in an overspeed running state.
  • the train network system can send a cutting off traction command to the traction converter to control the traction converter to stop traction, thereby cutting off the power source of the train and reducing the train. The operating speed.
  • the train network system can obtain the maximum speed limit of the train in real time through the network, so as to adjust the running speed of the train in time, and further improve the safety of train operation.
  • the traction converter and the train network system may also perform the step of comparing the current running speed of the train with the maximum speed limit at the same time.
  • the train network system can directly send speed limit information including the maximum speed limit to the traction converter when it detects that the automatic train protection system is in a failed state.
  • the traction converter actively determines whether the current train is running at a speed higher than the maximum speed limit, and stops traction when the train's current running speed is higher than the maximum speed limit, cutting off the train's power source. In this way, both the train network system and the traction converter can monitor the running speed of the train. Even if any one of the two equipment fails, the other equipment can still monitor the running speed of the train to prevent the train from overspeeding.
  • This embodiment provides a train operation protection method, which can first obtain the state feedback signal of the automatic train protection system, and determine whether the automatic train protection system is in a failed state according to the state feedback signal of the automatic train protection system.
  • the automatic train protection system When the automatic train protection system is in a failed state, generate and display a failure prompt signal for prompting the train driver of the failure of the automatic train protection system; obtain the current running speed of the train, and compare the current running speed of the train with the maximum limit The size of the speed; when the current running speed of the train is greater than the maximum speed limit, a cut-off traction command is sent to the traction converter to control the traction converter to stop traction.
  • the failure of the automatic train protection system can be detected in time through the status feedback signal, and the running speed of the train can be monitored when the automatic train protection system fails.
  • the running speed of the train ensures the safe operation of the train.
  • the train network system can also control the braking system to brake to improve the efficiency of train deceleration. For example, in some possible implementations, after detecting the failure of the train automatic protection system, the train network system may output a braking command to the train braking system, thereby controlling the train braking system to perform braking. In this way, while losing traction, the train also receives a braking force that is opposite to the forward direction, so that the speed can be reduced to below the maximum speed faster.
  • high-speed trains and other fast trains often have multiple braking methods such as dynamic braking, air braking, and disc braking.
  • braking methods such as dynamic braking and air braking are used as normal braking.
  • Disc brakes are used only when large braking force is required such as emergency braking or parking. Braking is performed in a dynamic and other braking mode. Therefore, considering the compound braking mode of high-speed rail trains, the train operation protection method provided by the embodiments of the present application can also be used to brake in a comprehensive manner using two braking modes of normal braking and emergency braking when applied to high-speed rail trains.
  • the train network system may first output a service brake command to the train brake system.
  • the train braking system can use dynamic braking, air braking and other braking methods to perform braking after receiving a service braking command.
  • the train network system can also determine whether the braking force generated by the service brake is sufficient for braking by receiving the service brake detection signal sent by the brake force detection circuit. When the brake force generated by the service brake is insufficient, the train network system It can output emergency braking commands to the train braking system, thereby controlling the train braking system to use emergency braking methods such as disc brakes for emergency braking.
  • the train can use the common brake to reduce the running speed below the maximum speed limit, and for the special situation that requires the train to stop or decelerate quickly, the emergency brake can ensure the train to run at a fast speed. Reduce to below the maximum speed limit. Since the common braking method can reduce the energy loss of the train, and the emergency braking can provide greater braking force, the comprehensive use of the common braking and emergency braking for braking can further improve the train’s performance while ensuring the safe operation of the train. Braking efficiency.
  • the device 200 includes:
  • the status acquisition module 210 is configured to acquire the status feedback signal of the automatic train protection system, and the status feedback signal of the automatic train protection system indicates whether the automatic train protection system is working normally.
  • the failure judgment module 220 is used for judging whether the automatic train protection system is in a failure state according to the state feedback signal of the automatic train protection system.
  • the failure prompt module 230 is used to generate and display a failure prompt signal when the automatic train protection system is in a failure state, so as to remind a train driver that the automatic train protection system is in a failure state.
  • the speed comparison module 240 is used to obtain the current running speed of the train and compare the current running speed of the train with the maximum speed limit.
  • the traction removal module 250 is configured to send a traction removal instruction to the traction converter when the current running speed of the train is greater than the maximum speed limit, so that the traction converter stops traction.
  • This embodiment provides a train operation protection device, which can first obtain the state feedback signal of the automatic train protection system, and determine whether the automatic train protection system is in a failed state according to the state feedback signal of the automatic train protection system.
  • a train operation protection device which can first obtain the state feedback signal of the automatic train protection system, and determine whether the automatic train protection system is in a failed state according to the state feedback signal of the automatic train protection system.
  • When the automatic train protection system is in a failed state generate and display a failure prompt signal for prompting the train driver of the failure of the automatic train protection system; obtain the current running speed of the train, and compare the current running speed of the train with the maximum limit The size of the speed; when the current running speed of the train is greater than the maximum speed limit, a cut-off traction command is sent to the traction converter to control the traction converter to stop traction.
  • the failure of the automatic train protection system can be detected in time through the status feedback signal, and the running speed of the train can be monitored when the automatic train protection system fails.
  • the device 200 further includes:
  • the traction speed limit module 260 is configured to send speed limit information including the maximum speed limit to the traction converter, so that the traction converter can obtain the current running speed of the train, and compare the current running speed of the train with the maximum limit The size of the speed, and stop traction when the current running speed of the train is greater than the maximum speed limit.
  • both the train network system and the traction converter can monitor the running speed of the train. Even if any one of the two equipment fails, the other equipment can still monitor the running speed of the train to prevent the train from overspeeding.
  • the device 200 further includes:
  • the braking module 270 is configured to output a braking instruction to the train braking system, so that the train braking system performs braking according to the braking instruction.
  • the train while losing traction, the train also receives a braking force that is opposite to the forward direction, so that the speed can be reduced to below the maximum speed faster.
  • the braking module 270 includes:
  • the service brake module 271 is used to output a service brake command to the train brake system, so that the train brake system performs service brake according to the service brake command.
  • the brake detection module 272 is configured to receive a service brake detection signal sent by the brake force detection circuit, where the service brake detection signal indicates whether the brake force generated by the service brake is sufficient for braking.
  • the emergency braking module 273 is used to output an emergency braking instruction to the train braking system when the braking force generated by the service brake is insufficient, so that the train braking system performs emergency braking according to the emergency braking instruction .
  • the train can use the common brake to reduce the running speed below the maximum speed limit, and for the special situation that requires the train to stop or decelerate quickly, the emergency brake can ensure the train to run at a fast speed. Reduce to below the maximum speed limit. Since the common braking method can reduce the energy loss of the train, and the emergency braking can provide greater braking force, the comprehensive use of the common braking and emergency braking for braking can further improve the train’s performance while ensuring the safe operation of the train. Braking efficiency.
  • An embodiment of the present application also provides a train.
  • the train includes a processor, and the processor is configured to execute the train operation protection method provided in the embodiment of the present application.

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  • Health & Medical Sciences (AREA)
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Abstract

一种列车运行防护方法，获取列车自动防护系统的状态反馈信号(S101)，根据列车自动防护系统的状态反馈信号判断列车自动防护系统是否处于失效状态(S102)。当列车自动防护系统处于失效状态时，生成并显示失效提示信号(S103)；获取列车当前运行速度，并比较列车当前运行速度与最高限制速度的大小(S104)；当列车当前运行速度大于最高限制速度时，向牵引变流器发送切除牵引指令(S105)。有益效果：通过状态反馈信号及时发现列车自动防护系统的故障，并在列车自动防护系统故障时对列车的运行速度进行监控，当发现列车超速运行时及时停止牵引，切断列车的动力来源，从而降低列车的运行速度，保证列车的安全运行。

Description

一种列车运行防护方法及装置
本申请要求于2020年5月11日提交中国专利局、申请号为202010392438.4、申请名称为“一种列车运行防护方法及装置”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请实施例涉及列车安全技术领域，尤其涉及一种列车运行防护方法及装置。
背景技术
随着铁路技术的发展，列车的运行速度也越来越快。目前，高速铁路的运行速度可以达到300km/h。虽然列车的速度已经大大提高，但是出于安全方面的考虑，仍然需要对列车进行限速，防止因列车超速运行导致事故发生或列车损坏。
为了实现对列车的速度进行限制，目前列车大多安装有列车自动保护系统(Automatic Train Protection，ATP)用于确保列车的运行速度不超过预定的最高限制速度。列车自动保护系统可以通过地面设备或其他方式对列车的运行速度进行监控。当检测到列车超速运行时，列车自动保护系统可以自动切断牵引变流器的电源并向制动系统输出制动指令，从而切断列车的动力来源并进行制动，将列车的运行速度降到允许的安全范围以内。
但是，一旦列车自动保护系统失效，列车无法自动调整运行速度，只能由驾驶员手动控制列车的运行速度防止超速。由于列车驾驶者可能存在超速发现不及时、操作滞后等问题，列车仍然存在超速运行的风险。
发明内容
有鉴于此，本申请实施例提供了一种列车运行防护方法及装置，旨在当列车自动防护系统失效时，为列车提供安全防护，防止列车超速运行。
第一方面，本申请实施例提供了一种列车运行防护方法，所述方法包括：
获取列车自动防护系统的状态反馈信号，所述列车自动防护系统的状态反馈信号表示所述列车自动防护系统是否正常工作；
根据所述列车自动防护系统的状态反馈信号，判断所述列车自动防护系统是否处于失效状态；
当所述列车自动防护系统处于失效状态时，生成并发出失效提示信号，以便提示列车驾驶者所述列车自动防护系统处于失效状态；
获取列车当前运行速度，并比较所述列车当前运行速度与最高限制速度的大小；
当所述列车当前运行速度大于所述最高限制速度时，向牵引变流器发送切除牵引指令，以便所述牵引变流器停止牵引。
可选地，所述列车自动防护系统的状态反馈信号包括所述列车自动防护系统的隔离开关的无源触点的状态反馈信号，所述隔离开关用于开始或停止使用所述列车自动防护系统。
可选地，当所述列车自动防护系统处于失效状态时，所述方法还包括：
向牵引变流器发送包括所述最高限制速度的限速信息，以便所述牵引变流器获取列车当前运行速度，比较所述列车当前运行速度和所述最高限制速度的大小，并在列车当前运行速度大于所述最高限制速度时停止牵引。
可选地，当所述列车自动防护系统处于失效状态且所述列车当前运行速度大于所述最高限制速度时，所述方法还包括：
向列车制动系统输出制动指令，以便所述列车制动系统根据所述制动指令进行制动。
可选地，所述向列车制动系统输出制动指令包括：
向列车制动系统输出常用制动指令，以便所述列车制动系统根据所述常用制动指令进行常用制动；
接收制动力检测回路发送的常用制动检测信号，所述常用制动检测信号表示常用制动产生的制动力是否足够进行制动；
当所述常用制动产生的制动力不足时，向列车制动系统输出紧急制动指令，以便所述列车制动系统根据所述紧急制动指令进行紧急制动。
可选地，当所述列车自动防护系统处于失效状态时，所述方法还包括：
向网络中心发送所述失效提示信号，以便通知所述列车调度中心所述列车自动防护系统处于失效状态。
第二方面，本申请实施例提供了一种列车运行防护装置，所述装置包括：
状态获取模块，用于获取列车自动防护系统的状态反馈信号，所述列车自动防护系统的状态反馈信号表示所述列车自动防护系统是否正常工作；
失效判断模块，用于根据所述列车自动防护系统的状态反馈信号，判断所述列车自动防护系统是否处于失效状态；
失效提示模块，用于当所述列车自动防护系统处于失效状态时，生成并显示失效提示信号，以便提示列车驾驶者所述列车自动防护系统处于失效状态；
速度比较模块，用于获取列车当前运行速度，并比较所述列车当前运行速度与最高限制速度的大小；
牵引切除模块，用于当所述列车当前运行速度大于所述最高限制速度时，向牵引变流器发送切除牵引指令，以便所述牵引变流器停止牵引。
可选地，所述装置还包括：
牵引限速模块，用于向牵引变流器发送包括所述最高限制速度的限速信息，以便所述牵引变流器获取列车当前运行速度，比较所述列车当前运行速度和所述最高限制速度的大小，并在列车当前运行速度大于所述最高限制速度时停止牵引。
可选地，所述装置还包括：
制动模块，用于向列车制动系统输出制动指令，以便所述列车制动系统根据所述制动指令进行制动。
可选地，所述制动模块包括：
常用制动模块，用于向列车制动系统输出常用制动指令，以便所述列车制动系统根据所述常用制动指令进行常用制动；
制动检测模块，用于接收制动力检测回路发送的常用制动检测信号，所述常用制动检测信号表示常用制动产生的制动力是否足够进行制动；
紧急制动模块，用于当所述常用制动产生的制动力不足时，向列车制动系统输出紧急制动指令，以便所述列车制动系统根据所述紧急制动指令进行紧急制动。
第三方面，本申请实施例提供了一种列车，所述列车包括处理器，所述处理器用于执行前述第一方面提供的列车运行防护方法。
本申请实施例提供了一种列车运行防护方法及装置，可以先获取列车自动防护系统的状态反馈信号，并根据所述列车自动防护系统的状态反馈信号判断所述列车自动防护系统是否处于失效状态。当所述列车自动防护系统处于失效状态时，生成并显示用于提示列车驾驶者所述列车自动防护系统失效的失效提示信号；获取列车当前运行速度，并比较所述列车当前运行速度与最高限制速度的大小；当所述列车当前运行速度大于所述最高限制速度时，向牵引变流器发送切除牵引指令，从而控制所述牵引变流器停止牵引。如此，可以通过状态反馈信号及时发现列车自动防护系统的故障，并在列车自动防护系统故障时对列车的运行速度进行监控，当发现列车超速运行时及时停止牵引，切断列车的动力来源，从而降低列车的运行速度，保证列车的安全运行。
附图说明
为更清楚地说明本实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为本申请实施例提供的列车运行防护方法的方法流程图；
图2为本申请实施例提供的列车运行防护装置的一种结构示意图；
图3为本申请实施例提供的列车运行防护装置的一种结构示意图；
图4为本申请实施例提供的列车运行防护装置的一种结构示意图；
图5为本申请实施例提供的列车运行防护装置的一种结构示意图。
具体实施方式
随着技术的发展，列车运行速度的理论极限也不断地被打破。但是为了保证列车的运行安全，仍然需要为列车的运行速度进行限制。例如对于一些较为繁忙的铁路线路，为了防止列车相撞往往需要线路上同时运行的多个列车保持相近的速度。对于一些环境复杂的线路，为了防止列车脱轨也需要限制列车的 最高运行速度。
目前，列车上大多具有列车自动防护系统对列车的运行速度进行限制。列车自动防护系统可以通过传感器测量得到列车的实际运行速度，通过网络获取当前线路段的限速信息，比较列车的实际运行速度是否超过限速，并在列车超速运行时控制列车减速，从而实现对列车的速度进行监控，防止列车超速产生事故。
但是，对于这种情况，一旦列车自动保护系统失效，列车的控制系统就无法自动调整列车的运行速度，只能由列车的驾驶员手动调整列车的动力输入或启动制动系统，依靠驾驶员人工对列车的速度进行控制。由于人工操控可能存在操作滞后、控制精度较低等问题，当列车自动保护系统失效时，列车仍然可能超速运行，存在安全隐患。
为了给出在不影响现有的列车自动保护系统的前提下，可以在列车自动保护系统失效时防止列车超速运行的技术方案，本申请提供了一种列车运行防护方法，以下将从列车网络系统的角度对本申请优选实施例进行说明。需要特别说明的是，本申请实施例提供的列车运行防护方法可以运行于列车网络系统，也可以运行于列车自动控制系统(Automatic Train Control，ATC)或其他系统，本申请对此不作限定。
参见图1，图1为本申请实施例提供的列车运行防护方法的方法流程图，包括：
S101：获取列车自动防护系统的状态反馈信号。
S102：根据所述列车自动防护系统的状态反馈信号，判断所述列车自动防护系统是否处于失效状态。
为了不影响已有的列车自动防护系统的正常工作，列车网络系统可以获取列车自动防护系统的状态反馈信号，从而对列车自动防护系统的工作状态进行检测，判断列车自动防护系统是否处于失效状态。在列车自动防护系统的状态反馈信号表示列车自动防护系统处于正常的工作状态时，列车网络系统可以不对列车的运行速度进行监控，仅由列车自动防护系统监控列车的运行速度，防止列车超速。当列车自动防护系统的状态反馈信号表示列车自动防护系统处于异常的工作状态，说明列车自动防护系统可能出现了故障，无法及时准确地对 列车的运行速度进行控制。此时列车网络系统可以执行步骤S103-步骤S105，从而调整列车的运行速度。
列车自动防护系统往往就具有隔离开关用于开始或停止使用列车自动防护系统。例如，当列车自动防护系统出现故障时，可以由列车驾驶员或控制器将隔离开关切换至闭合状态，从而控制列车自动防护系统停止工作或切断列车自动防护系统和其他系统之间的信号传输。正因如此，在一些可能的实现方式中，可以使用列车自动防护系统的隔离开关的无源触点的工作状态表示列车自动防护系统的工作状态。例如，可以利用传感电路对列车自动防护系统的隔离开关的无源触点的工作状态进行监控，并生成对应的状态反馈信号并发送至列车网络系统。列车网络系统可以根据接收到的状态反馈信号判断列车自动防护系统是否失效。
S103：当所述列车自动防护系统处于失效状态时，生成并显示失效提示信号。
当列车网络系统确定列车自动防护系统处于失效状态时，列车网络系统可以生成失效提示信号并发送。例如列车网络系统可以控制驾驶室内的指示灯亮起或发出语音信号以通知驾驶者列车自动防护系统出现了故障。进一步地，考虑到铁路系统的复杂性，列车网络系统还可以向网络中心发送失效提示信号，以便通知网络中心该列车的列车自动防护系统出现了故障，从而对该列车沿线的其他列车发出预警并对该列车的列车自动防护系统及时的修理，进一步确保列车运行的安全性。
S104：获取列车当前运行速度，并比较所述列车当前运行速度与最高限制速度的大小。
S105：当所述列车当前运行速度大于所述最高限制速度时，向牵引变流器发送切除牵引指令。
为了防止列车超速运行，列车网络系统在确定列车自动防护系统失效后，可以获取列车当前运行速度，比较列车当前运行速度是否大于最高限制速度。当列车当前运行速度超过了最高限制速度，则说明列车处于超速运行状态，列车网络系统可以向牵引变流器发送切除牵引指令，控制牵引变流器停止牵引，从而切断列车的动力来源，降低列车的运行速度。
进一步地，考虑到不同线路段的运行环境可能不同，而且当沿途有临时停车的其他列车时，列车可能也需要临时停车，列车的最高限制速度可能是随时变化的。因此，列车网络系统可以通过网络实时获取列车的最高速度限制，从而及时对列车的运行速度进行调整，进一步提升列车运行的安全性。
在一些可能的实现方式中，为了进一步确保的列车的运行安全，也可以由牵引变流器和列车网络系统同时执行比较列车当前运行速度和最高限制速度的大小的步骤。例如，列车网络系统可以在检测到列车自动防护系统处于失效状态时，直接向牵引变流器发送包括最高限制速度的限速信息。牵引变流器在接收到限速信息后，主动判断当前列车是否高于最高限制速度的速度运行，并在列车当前运行速度大于最高限制速度时停止牵引，切断列车的动力来源。这样一来，列车网络系统和牵引变流器均可对列车的运行速度进行监控。即使二者之中的任意一个设备出现了故障，另一个设备仍然可以对列车的运行速度进行监控，防止列车超速运行。
本实施例提供了一种列车运行防护方法，可以先获取列车自动防护系统的状态反馈信号，并根据所述列车自动防护系统的状态反馈信号判断所述列车自动防护系统是否处于失效状态。当所述列车自动防护系统处于失效状态时，生成并显示用于提示列车驾驶者所述列车自动防护系统失效的失效提示信号；获取列车当前运行速度，并比较所述列车当前运行速度与最高限制速度的大小；当所述列车当前运行速度大于所述最高限制速度时，向牵引变流器发送切除牵引指令，从而控制所述牵引变流器停止牵引。如此，可以通过状态反馈信号及时发现列车自动防护系统的故障，并在列车自动防护系统故障时对列车的运行速度进行监控，当发现列车超速运行时及时停止牵引，切断列车的动力来源，从而降低列车的运行速度，保证列车的安全运行。
进一步地，考虑到列车实际运行环境可能较为复杂，仅仅切断动力来源并不能及时降低列车的运行速度，列车网络系统还可以控制制动系统进行制动，提高列车减速的效率。例如，在一些可能的实现方式中，在检测到列车自动防护系统失效后，列车网络系统可以向列车制动系统输出制动指令，从而控制列车制动系统进行制动。这样一来，在失去了牵引力的同时，列车还受到了与前进方向相反的制动力，从而可以更快地将速度降低至最高限制速度以下。
另外，高铁列车等速度较快的列车往往具有动力制动、空气制动和盘式制动等多种制动方式。为了节省能源并延长车辆的工作寿命，大多使用动力制动和空气制动等制动方式作为常用制动，只有在紧急制动或需要停车等需要较大制动力的情况下才使用盘式制动等制动方式进行制动。因此，考虑到高铁列车的复合制动模式，本申请实施例提供的列车运行防护方法在应用于高铁列车时同样可以综合使用常用制动和紧急制动力两种制动模式进行制动。
具体地，列车网络系统在确定列车自动防护系统失效且需要进行制动时，可以先向列车制动系统输出常用制动指令。列车制动系统在接收到常用制动指令后可以采用动力制动、空气制动等制动方式进行制动。同时，列车网络系统还可以通过接收制动力检测回路发送的常用制动检测信号判断常用制动产生的制动力是否足够进行制动，当所述常用制动产生的制动力不足时，列车网络系统可以向列车制动系统输出紧急制动指令，从而控制列车制动系统采用盘式制动等紧急制动方式进行紧急制动。这样一来，对于大多数情况，列车采用常用制动即可将运行速度降低到最高限制速度以下，而对于需要列车紧急停车或快速减速的特殊情况，采用紧急制动可以保证列车的运行速度快速降低至最高限制速度以下。由于常用制动方式可以减少列车的能量损耗，而紧急制动可以提供更大的制动力，综合使用常用制动和紧急制动进行制动可以在保证列车安全运行的前提下，进一步提升列车的制动效率。
以上为本申请实施例提供列车运行防护方法的一些具体实现方式，基于此，本申请还提供了对应的装置。下面将从功能模块化的角度对本申请实施例提供的上述装置进行介绍。
参见图2所示的列车运行防护装置的结构示意图，该装置200包括：
状态获取模块210，用于获取列车自动防护系统的状态反馈信号，所述列车自动防护系统的状态反馈信号表示所述列车自动防护系统是否正常工作。
失效判断模块220，用于根据所述列车自动防护系统的状态反馈信号，判断所述列车自动防护系统是否处于失效状态。
失效提示模块230，用于当所述列车自动防护系统处于失效状态时，生成并显示失效提示信号，以便提示列车驾驶者所述列车自动防护系统处于失效状 态。
速度比较模块240，用于获取列车当前运行速度，并比较所述列车当前运行速度与最高限制速度的大小。
牵引切除模块250，用于当所述列车当前运行速度大于所述最高限制速度时，向牵引变流器发送切除牵引指令，以便所述牵引变流器停止牵引。
本实施例提供了一种列车运行防护装置，可以先获取列车自动防护系统的状态反馈信号，并根据所述列车自动防护系统的状态反馈信号判断所述列车自动防护系统是否处于失效状态。当所述列车自动防护系统处于失效状态时，生成并显示用于提示列车驾驶者所述列车自动防护系统失效的失效提示信号；获取列车当前运行速度，并比较所述列车当前运行速度与最高限制速度的大小；当所述列车当前运行速度大于所述最高限制速度时，向牵引变流器发送切除牵引指令，从而控制所述牵引变流器停止牵引。如此，可以通过状态反馈信号及时发现列车自动防护系统的故障，并在列车自动防护系统故障时对列车的运行速度进行监控，当发现列车超速运行时及时停止牵引，切断列车的动力来源，从而降低列车的运行速度，保证列车的安全运行。
可选地，参见图3，在图2所示装置的基础上，所述装置200还包括：
牵引限速模块260，用于向牵引变流器发送包括所述最高限制速度的限速信息，以便所述牵引变流器获取列车当前运行速度，比较所述列车当前运行速度和所述最高限制速度的大小，并在列车当前运行速度大于所述最高限制速度时停止牵引。
这样一来，列车网络系统和牵引变流器均可对列车的运行速度进行监控。即使二者之中的任意一个设备出现了故障，另一个设备仍然可以对列车的运行速度进行监控，防止列车超速运行。
可选地，参见图4，在图3所示装置的基础上，所述装置200还包括：
制动模块270，用于向列车制动系统输出制动指令，以便所述列车制动系统根据所述制动指令进行制动。
这样一来，在失去了牵引力的同时，列车还受到了与前进方向相反的制动力，从而可以更快地将速度降低至最高限制速度以下。
可选地，参见图5，在图4所示装置的基础上，所述制动模块270包括：
常用制动模块271，用于向列车制动系统输出常用制动指令，以便所述列车制动系统根据所述常用制动指令进行常用制动。
制动检测模块272，用于接收制动力检测回路发送的常用制动检测信号，所述常用制动检测信号表示常用制动产生的制动力是否足够进行制动。
紧急制动模块273，用于当所述常用制动产生的制动力不足时，向列车制动系统输出紧急制动指令，以便所述列车制动系统根据所述紧急制动指令进行紧急制动。
这样一来，对于大多数情况，列车采用常用制动即可将运行速度降低到最高限制速度以下，而对于需要列车紧急停车或快速减速的特殊情况，采用紧急制动可以保证列车的运行速度快速降低至最高限制速度以下。由于常用制动方式可以减少列车的能量损耗，而紧急制动可以提供更大的制动力，综合使用常用制动和紧急制动进行制动可以在保证列车安全运行的前提下，进一步提升列车的制动效率。
本申请实施例还提供了一种列车，列车包括处理器，该处理器用于执行本申请实施例提供列车运行防护方法。
通过以上的实施方式的描述可知，本领域的技术人员可以清楚地了解到上述实施例方法中的全部或部分步骤可借助软件加通用硬件平台的方式来实现。基于这样的理解，本申请的技术方案可以以软件产品的形式体现出来，该计算机软件产品可以存储在存储介质中，如只读存储器(英文：read-only memory，ROM)/RAM、磁碟、光盘等，包括若干指令用以使得一台计算机设备(可以是个人计算机，服务器，或者诸如路由器等网络通信设备)执行本申请各个实施例或者实施例的某些部分所述的方法。
本说明书中的各个实施例均采用递进的方式描述，各个实施例之间相同相似的部分互相参见即可，每个实施例重点说明的都是与其他实施例的不同之处。尤其，对于装置实施例而言，由于其基本相似于方法实施例，所以描述得比较简单，相关之处参见方法实施例的部分说明即可。可以根据实际的需要选择其中的部分或者全部模块来实现本实施例方案的目的。本领域普通技术人员在不付出创造性劳动的情况下，即可以理解并实施。
以上所述仅是本申请示例性的实施方式，并非用于限定本申请的保护范围。

Claims (10)

  1. 一种列车运行防护方法，其特征在于，所述方法包括：
    获取列车自动防护系统的状态反馈信号，所述列车自动防护系统的状态反馈信号表示所述列车自动防护系统是否正常工作；
    根据所述列车自动防护系统的状态反馈信号，判断所述列车自动防护系统是否处于失效状态；
    当所述列车自动防护系统处于失效状态时，生成并发出失效提示信号，以便提示列车驾驶者所述列车自动防护系统处于失效状态；
    获取列车当前运行速度，并比较所述列车当前运行速度与最高限制速度的大小；
    当所述列车当前运行速度大于所述最高限制速度时，向牵引变流器发送切除牵引指令，以便所述牵引变流器停止牵引。
  2. 根据权利要求1所述的方法，其特征在于，所述列车自动防护系统的状态反馈信号包括所述列车自动防护系统的隔离开关的无源触点的状态反馈信号，所述隔离开关用于开始或停止使用所述列车自动防护系统。
  3. 根据权利要求1所述的方法，其特征在于，当所述列车自动防护系统处于失效状态时，所述方法还包括：
    向牵引变流器发送包括所述最高限制速度的限速信息，以便所述牵引变流器获取列车当前运行速度，比较所述列车当前运行速度和所述最高限制速度的大小，并在列车当前运行速度大于所述最高限制速度时停止牵引。
  4. 根据权利要求1所述的方法，其特征在于，当所述列车自动防护系统处于失效状态且所述列车当前运行速度大于所述最高限制速度时，所述方法还包括：
    向列车制动系统输出制动指令，以便所述列车制动系统根据所述制动指令进行制动。
  5. 根据权利要求4所述的方法，其特征在于，所述向列车制动系统输出制动指令包括：
    向列车制动系统输出常用制动指令，以便所述列车制动系统根据所述常用制动指令进行常用制动；
    接收制动力检测回路发送的常用制动检测信号，所述常用制动检测信号表示常用制动产生的制动力是否足够进行制动；
    当所述常用制动产生的制动力不足时，向列车制动系统输出紧急制动指令，以便所述列车制动系统根据所述紧急制动指令进行紧急制动。
  6. 根据权利要求1所述的方法，其特征在于，当所述列车自动防护系统处于失效状态时，所述方法还包括：
    向网络中心发送所述失效提示信号，以便通知所述列车调度中心所述列车自动防护系统处于失效状态。
  7. 一种列车运行防护装置，其特征在于，所述装置包括：
    状态获取模块，用于获取列车自动防护系统的状态反馈信号，所述列车自动防护系统的状态反馈信号表示所述列车自动防护系统是否正常工作；
    失效判断模块，用于根据所述列车自动防护系统的状态反馈信号，判断所述列车自动防护系统是否处于失效状态；
    失效提示模块，用于当所述列车自动防护系统处于失效状态时，生成并显示失效提示信号，以便提示列车驾驶者所述列车自动防护系统处于失效状态；
    速度比较模块，用于获取列车当前运行速度，并比较所述列车当前运行速度与最高限制速度的大小；
    牵引切除模块，用于当所述列车当前运行速度大于所述最高限制速度时，向牵引变流器发送切除牵引指令，以便所述牵引变流器停止牵引。
  8. 根据权利要求7所述的装置，其特征在于，所述装置还包括：
    牵引限速模块，用于向牵引变流器发送包括所述最高限制速度的限速信息，以便所述牵引变流器获取列车当前运行速度，比较所述列车当前运行速度和所述最高限制速度的大小，并在列车当前运行速度大于所述最高限制速度时停止牵引。
  9. 根据权利要求7所述的装置，其特征在于，所述装置还包括：
    制动模块，用于向列车制动系统输出制动指令，以便所述列车制动系统根据所述制动指令进行制动。
  10. 根据权利要求9所述的装置，其特征在于，所述制动模块包括：
    常用制动模块，用于向列车制动系统输出常用制动指令，以便所述列车制 动系统根据所述常用制动指令进行常用制动；
    制动检测模块，用于接收制动力检测回路发送的常用制动检测信号，所述常用制动检测信号表示常用制动产生的制动力是否足够进行制动；
    紧急制动模块，用于当所述常用制动产生的制动力不足时，向列车制动系统输出紧急制动指令，以便所述列车制动系统根据所述紧急制动指令进行紧急制动。
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