TWI800189B - Train automatic braking system and method - Google Patents

Abstract

An automatic train braking system is used to automatically stop a train, and includes a side-state integration device, a data transmission channel, a wireless transmission device, and a train control device. The roadside state integration device can detect the dangerous condition of the track, and activate the wireless transmission device when the dangerous condition of the track occurs, so as to output emergency stop data so that the passing train can perform the braking operation. When the track is in a safe state, the wireless transmission device is turned off to prevent the wireless transmission device from being interfered by noise and sending out wrong information.

Description

Automatic braking system and method for trains

This invention relates to an automatic train braking system, and more particularly to a system and method for detecting dangerous conditions beside the track and controlling the automatic braking of the train.

Automatic Train Protection (ATP) is a train driver assistance system that automatically brakes a train when it exceeds a certain speed limit. The ATP system uses ground-based devices to receive signal information from the trackside traffic lights. Currently, these trackside traffic lights have green and red lights. A red light prohibits trains from proceeding, while a green light allows them to move forward. The train driver must operate the train according to the traffic lights. The ATP system acts as a monitoring system for the train's control system, assisting the driver in preventing the train from continuing to move forward when the red light is on.

The Automatic Train Protection (ATP) system is currently installed on Taiwan Railways' in-service electric trains, and ground devices are installed on various sections of the line. When a train passes a ground sensor (balise), it transmits speed limit information to protect the train by reminding the driver of the speed limit. The system also records parameters such as train speed, operating level, and fault information in the ATP's recording unit (RU).

Referring to Figure 1, which is Republic of China Patent No. I579163, an on-board device 1 of a train control system is described. The on-board device of the train control system includes an antenna 11 for receiving ATC signals of train control information; an on-board radio 12 for receiving CBTC signals of train control information; an ATC control unit 13 for controlling the train based on the train control information contained in the ATC signal; a CBTC control unit 14 for controlling the train based on the train control information contained in the CBTC signal; a selection unit 15 for selecting either the ATC control unit 13 or the CBTC control unit 14; and a speed detector 16 for detecting the train speed. The ATC control unit 13 can grasp the position and speed of the train based on position information and speed information. The stop section information (and speed limit information) contained in the ATC signal are used to perform braking control of the train based on the generated speed comparison pattern, so as to control the speed of the train.

Although prior art has revealed a speed control technology for railcars, it still has the following drawbacks in practical use:

1. Unable to stop the train in an emergency:

Tracks are installed in many different terrains to support train operation. Some terrains present dangerous situations. For example, railways located on the side of hills are prone to falling rocks, controlled areas such as tunnels are susceptible to biological invasion, and even tracks located next to roads are subject to vehicle intrusion. Current automatic train protection systems cannot automatically execute braking procedures in the event of these dangerous situations.

Second, signal transmission is susceptible to interference from noise:

Because of the heavy weight of trains, high-speed trains require a certain distance to come to a complete stop. Different types of trains have different braking capabilities. A four-car electric multiple unit (EMU) train requires 100 meters to stop at 80 km/h, but a ten-car, heavily loaded train requires more than 800 meters to stop at 80 km/h. Therefore, the distance from the braking point to the danger zone is more than 1 to 5 kilometers to allow sufficient differential distance for the train. In addition, because the information transmission distance is very long, the sensors (responders) that output radio waves are easily interfered with by noise and output incorrect signals.

Third, it is not under the control of the administrative control center:

Currently, the train's control center communicates via radio voice calls. Trains in motion cannot know the status of the tracks and can only drive according to the lights on the tracks (green light means go, red light means stop). When the control center receives a dangerous situation, it cannot immediately change the light signal. It must communicate with the control system of that light layer by layer before the light can be changed to red. In addition, using radio voice to notify the train driver also consumes a lot of communication time. The control center cannot directly control the train to stop.

Therefore, how to detect the safety status of the surrounding environment of the tracks, and how to immediately notify the train to brake when a dangerous situation occurs, and how to ensure that the train can correctly receive the emergency braking command, are the goals that relevant technical personnel urgently need to strive for.

In view of this, one object of the present invention is to provide an automatic train braking system for controlling a train to stop automatically.

The train automatic braking system includes a bypass status integration device, a data transmission channel, a wireless transmission device, and a train control device.

The roadside status integration device includes a status integration module, at least one roadside sensing module electrically connected to the status integration module, and a channel control module electrically connected to the status integration module. The status integration module receives emergency data emitted by the roadside sensing module.

The wireless transmission device includes a wireless driver module electrically connected to the status integration module, a data transmission channel electrically connected to the wireless driver module, a wireless transmission module electrically connected to the data transmission channel, and a channel switch module disposed on the data transmission channel and electrically connected to the channel control module.

The channel control module controls the channel switching module to put the data transmission channel into a conducting state or a disconnected state. When the data transmission channel is in the conducting state, the status integration module forms an electrical connection with the wireless transmission module through the data transmission channel, and the status integration module controls the wireless transmission module to output emergency stop data. When the data transmission channel is in the disconnected state, the status integration module forms an electrical disconnect with the wireless transmission module, and the status integration module cannot control the wireless transmission module. The status integration module controls the state of the data transmission channel according to the emergency data.

The train control device is installed on the train and includes a train control module and an antenna module electrically connected to the train control module. When the antenna module is close to the wireless transmission module, an information connection is formed. When the antenna module is close to the wireless transmission module and the data transmission channel is in the conducting state, the train control module obtains the emergency braking data through the antenna module, and controls the train to perform a braking procedure based on the emergency braking data.

Another technical aspect of this invention is that the aforementioned roadside status integration device further includes a data recording module electrically connected to the status integration module, wherein the status integration module stores the emergency data received by the roadside sensing module in the data recording module.

Another technical aspect of this invention is that the aforementioned roadside status integration device further includes a data analysis module electrically connected to the status integration module. The data analysis module stores judgment data and analyzes whether the emergency data is correct based on the judgment data. When the emergency data is correct, the channel control module controls the channel switching module to put the data transmission channel in the conducting state. When the emergency data is incorrect, the channel control module controls the channel switching module to put the data transmission channel in the disconnected state.

Another technical aspect of this invention is that the aforementioned channel switching module is a relay.

Another technical means of this invention is that the aforementioned roadside sensing module is selected from a Track Protection System (TPS) or a Disaster Warning System (DWS).

Another objective of this invention is to provide a method for automatic train braking, applicable to the aforementioned automatic train braking system.

The train automatic braking method includes a system standby step, a crisis occurrence step, a passage opening step, an information transmission step, a crisis resolution step, and a passage closing step.

During the system standby process, the channel control module controls the channel switching module to put the data transmission channel in the open circuit state, and the integration module continues to receive data from the roadside sensing module in this state.

During the crisis occurrence process, when the roadside sensor module senses a crisis, it outputs the crisis data to the status integration module.

In the channel opening step, the channel control module controls the channel switching module to keep the data transmission channel in the conducting state.

In this information transmission step, the status integration module uses the data transmission channel to control the wireless transmission module to output emergency stop data.

During the crisis resolution process, when the crisis situation sensed by the roadside sensor module is resolved, the output of the crisis data to the status integration module is stopped.

In the channel closure step, the channel control module controls the channel switching module to keep the data transmission channel in the open circuit state and returns to the system standby step.

Another technical aspect of this invention is that the aforementioned automatic train braking method further includes an information storage step between the emergency occurrence step and the passage opening step. In the information storage step, when the status integration module receives the emergency data, it stores the emergency data in the data recording module.

Another technical aspect of this invention is that the aforementioned automatic train braking method further includes a data analysis step between the information storage step and the channel opening step. In the data analysis step, the data analysis module uses the judgment data to determine whether the emergency data stored in the data recording module is correct. When the emergency data is correct, the channel opening step is executed; when the emergency data is incorrect, the system standby step is executed.

Another technical means of this invention is that, in the above-mentioned information transmission steps, when the train passes the location where the wireless transmission module is set, the antenna module set on the train will receive the emergency stop data, and the train control module will control the train to perform the braking procedure based on the emergency stop data.

Another technical means of this invention is that during the system standby step described above, when the train passes the location where the wireless transmission module is set, the antenna module installed on the train will not receive any data, and the train control module will not intervene in the train's control program.

The beneficial effect of this invention is that when the detection data of the trackside sensor module is the emergency data, the channel control module controls the channel switch module to control the data transmission channel to the on state, thereby activating the wireless transmission module and sending emergency braking data. When the detection data of the trackside sensor module is not the emergency data, the channel control module controls the channel switch module to control the data transmission channel to the off state, thereby shutting down the wireless transmission module and preventing the train from receiving incorrect information due to the influence of noise.

The relevant patent features and technical contents of this invention will be clearly presented in the following detailed description of a preferred embodiment with reference to the accompanying drawings.

Referring to Figures 2, 3, and 4, a preferred embodiment of an automatic train braking system according to the present invention is shown. This automatic train braking system includes a trackside status integration device 31, a wireless transmission device 32, and a train control device 33. The trackside status integration device 31 is disposed in a warning area (not shown) beside a track 41, and the wireless transmission device 32 is disposed in the track 41, that is... The train control device 33 is located between the two rails and is installed on the train 42 running on the track 41. The trackside status integration device 31 is used to sense and obtain hazard data of the trackside warning area, and can control the wireless transmission device 32 to send emergency braking data to the train control device 33 so that the train control device 33 can stop the train 42 before the warning area to avoid an accident.

The roadside status integration device 31 includes a status integration module 311, at least one roadside sensing module 312 electrically connected to the status integration module 311, a channel control module 313 electrically connected to the status integration module 311, a data recording module 314 electrically connected to the status integration module 311, and a data analysis module 315 electrically connected to the status integration module 311. The status integration module 311 is a control circuit with an application program, used to analyze the detection data of the roadside sensing module 312, and control the channel control module 313, the data recording module 314, the data analysis module 315, and the wireless transmission device 32.

The trackside sensing module 312 is a system for detecting hazards. Its main purpose is to detect whether a dangerous situation has occurred in the warning area near the track 41 that could endanger the operation of the train 42. Preferably, the trackside sensing module 312 is selected from the Track Protection System (TPS) or Disaster Warning System (DWS) of the track 41. In practice, the trackside sensing module 312 can use any sensor to sense the dangerous situation in the area and output emergency data to the status integration module 311 when a dangerous situation occurs. It should not be limited to this.

For example, the roadside sensor module 312 can be connected to the traffic light dedicated to the train 42 on track 41 to detect whether the traffic light on track 41 is red; the roadside sensor module 312 can also be multiple sensors installed at a level crossing to detect dangerous situations such as barriers not being lowered or pedestrians or vehicles occupying track 41; the roadside sensor module 312 can also be installed on a hillside near track 41. Multiple sensors are used to detect the danger of falling rocks on the hillside; the roadside sensor module 312 can also be multiple sensors installed in an area where there should be no cars on the side of the road to detect whether a car on the road has crashed into or fallen off the track 41; the roadside sensor module 312 can also be multiple sensors installed in a cave through which the track 41 passes to detect whether biological invasion has occurred in the cave. When the trackside sensor module 312 senses a dangerous situation in the warning area, it outputs emergency data to the status integration module 311. In addition, the trackside sensor module 312 can be connected to the control system of the train control center. When the remote train control center receives a situation on the track 41 that is not suitable for the operation of the train 42, it can output emergency data to the status integration module 311 through the trackside sensor module 312.

The channel control module 313 is a power supply circuit controlled by the status integration module 311. Its main purpose is to provide stable power. Preferably, the channel control module 313 provides a constant current of 0.1A to 1A. In actual implementation, the output power specification can be determined according to the distance between the roadside status integration device 31 and the wireless transmission device 32, and should not be limited to this.

The data recording module 314 is an electronic circuit that can record digital data. The status integration module 311 can store data in the data recording module 314. The data analysis module 315 is an electronic circuit with data analysis function. Its main purpose is to analyze the data stored in the data recording module 314 and transmit the analysis results to the status integration module 311.

The wireless transmission device 32 includes a wireless drive module 321 electrically connected to the state integration module 311, a data transmission channel 322 electrically connected to the wireless drive module 321, a wireless transmission module 323 electrically connected to the data transmission channel 322, and a channel switch module 324 disposed in the data transmission channel 322 and electrically connected to the channel control module 313. Preferably, the wireless transmission device 32 is a high-power RFID (Radio Frequency Identification) device. Identification) transmission technology. In actual implementation, the wireless transmission device 32 may use other wireless data transmission technologies, and should not be limited thereto. The wireless transmission device 32 is installed in a waterproof housing (not shown) to adapt to the environment of the track 41.

The wireless drive module 321 is a radio frequency drive circuit that can be controlled by the vehicle control module 331 to drive the wireless transmission module 323 to transmit and receive wireless data. The wireless transmission module 323 is a coil that can sense or receive radio waves for transmitting and receiving radio frequency data. The data transmission channel 322 is a circuit that connects the wireless drive module 321 and the wireless transmission module 323. The channel switching module 324 is a switching element. Preferably, the channel switching module 324 is a relay. The coil circuit and the switching circuit in the relay are separate to avoid mutual interference. In practice, the channel switching module 324 can also use other switching elements and should not be limited thereto.

The channel control module 313 controls the channel switching module 324 to enable the data transmission channel 322 to be in a conducting state or a disconnected state. When the data transmission channel 322 is in the conducting state, the state integration module 311 forms an electrical connection with the wireless transmission module 323 through the data transmission channel 322, and enables the state integration module 311 to control the wireless transmission module 323 to output emergency stop data. When the data transmission channel 322 is in the disconnected state, the state integration module 311 and the wireless transmission module 323 form an electrical disconnect, and the state integration module 311 cannot control the wireless transmission module 323, and the wireless transmission module 323 will not output wireless data.

In this preferred embodiment, the status integration module 311 stores the emergency data received by the roadside sensing module 312 in the data recording module 314, and the data analysis module 315 stores judgment data. The data analysis module 315 analyzes whether the emergency data is correct based on the judgment data. When the emergency data is correct, the channel control module 313 controls the channel switching module 324 to put the data transmission channel 322 into the conducting state. When the emergency data is incorrect, the channel control module 313 controls the channel switching module 324 to put the data transmission channel 322 into the disconnected state. For example, the roadside sensor module 312 is a switch sensor that can output a conductive or open circuit status. When the warning area is safe, the roadside sensor module 312 outputs an open circuit status as the emergency data, and the status integration module 311 records the value 0 in the data recording module 314. When the warning area is dangerous, the roadside sensor module 312 outputs a conductive status as the emergency data, and the status integration module 311 records the value 1 in the data recording module 314. The judgment data stored in the data analysis module 315 is the value 1. When the data stored in the data recording module 314 is different from the judgment data, the... The status integration module 311 understands that the state of the warning area is safe, so the status integration module 311 controls the data transmission channel 322 to be in a disconnected state. When the data stored in the data recording module 314 is the same as the judgment data, the status integration module 311 understands that a dangerous situation is occurring in the warning area, so the status integration module 311 controls the data transmission channel 322 to be in a conducting state, thereby transmitting the emergency braking data to the train 42 passing through the wireless transmission device 32. In actual implementation, the emergency data output by the trackside sensing module 312 and the judgment data stored in the data analysis module 315 can be other data, and should not be limited to this.

The train control device 33 is installed on the train 42. The train control device 33 includes a train control module 331, an antenna module 332 electrically connected to the train control module 331, a braking device 333 electrically connected to the train control module 331, a speed sensing module 334 electrically connected to the train control module 331, and a control module 335 electrically connected to the train control module 331. The train control module 331 is the train's on-board computer, capable of recording driving data and communicating externally, and has I/O contacts for data transmission with other modules. The control module 331 can control the braking device 333 to perform the braking procedure on the train 42. The train control module 331 can obtain the travel speed of the train 42 through the speed sensing module 334. The control module 335 is the control interface before the train 42 is driven. It can provide the driver with control over the train control module 331. It can not only control the travel of the train 42, but also display various information of the train control module 331. Among them, the information displayed by the control module 335 includes emergency braking data received by the antenna module 332, and control data for the train control module 331 to perform automatic braking.

When the train 42 approaches the wireless transmission device 32, the antenna module 332 and the wireless transmission module 323 will approach each other and form an information connection. When the data transmission channel 322 is in the conducting state and sends out the emergency stop data, the train control module 331 will obtain the emergency stop data through the antenna module 332. Then, the train control module 331 controls the train 42 to perform a braking procedure according to the emergency stop data, so as to stop the train 42 on the track 41 and prevent the train 42 from entering the dangerous warning area.

It is worth mentioning that, due to the heavy weight of the train 42, a safe braking distance needs to be set in order to bring the train 42 to a stop before the warning zone. Generally speaking, the safe braking distance is between 1 kilometer and 5 kilometers. Therefore, the distance between the installation location of the wireless transmission device 32 and the warning zone must be greater than the safe braking distance. In addition, the trackside status integration device 31 needs to be close to the warning zone in order to obtain the safety or danger status of the warning zone. The above conditions will result in the transmission line between the trackside status integration device 31 and the wireless transmission device 32 exceeding 1 kilometer or even more than 5 kilometers. Long-distance transmission lines are easily affected by external interference and generate noise, which in turn affects the signal transmission and reception quality of the train control device 33.

In view of this, a channel switching module 324 is added to the wireless transmission device 32, and a channel control module 313 is added to the roadside status integration device 31. The channel switching module 324 has a starting power; power or signals less than this starting power are considered noise, and power greater than this starting power is required for the coil of the channel switching module 324 to generate sufficient magnetic force to magnetically attract the wireless transmission module 323 into the conducting state. In addition, a connection between the channel switching module 324 and the channel control module 313 is added between the roadside status integration device 31 and the wireless transmission device 32. The control module 313's wires transmit the power generated by the channel control module 313 to the channel switching module 324. For example, the channel switching module 324 needs to receive a current of more than 0.1A for its coil to activate the switching element. The channel control module 313 drives the channel switching module 324 with a constant current to ensure that the channel switching module 324 can be activated. In practice, the output power of the channel control module 313 is greater than 0.1A to 1A to achieve the effect of noise elimination, but should not be limited to this.

Please refer to Figure 5, which illustrates the train automatic braking method of the present invention, applicable to the aforementioned train automatic braking system. The train automatic braking method includes a system standby step 901, a crisis occurrence step 902, an information storage step 903, a data analysis step 904, a passage opening step 905, an information transmission step 906, a crisis resolution step 907, and a passage closing step 908.

In the system standby step 901, the trackside status integration device 31 remains powered on and provides power to the wireless transmission device 32. The trackside status integration device 31 is located in a warning zone, and the trackside sensing modules 312 are distributed in the warning zone. When the warning zone is in a safe state, the channel control module 313 controls the channel switching module 324 to put the data transmission channel 322 in the disconnected state. The wireless transmission device 32 will not output any wireless data, the train 42 will not receive any noise through the wireless transmission device 32, the train control module 331 will not intervene in the control program of the train 42, and will not execute the automatic braking program. The status integration module 311 continues to receive data from the trackside sensing module 312.

In the emergency occurrence step 902, when a dangerous situation occurs in the warning area and the roadside sensing module 312 senses the emergency situation, the emergency data is output to the status integration module 311.

In the information storage step 903, when the status integration module 311 receives the emergency data, it stores the emergency data in the data recording module 314. When the status integration module 311 receives other data, it also stores it in the data recording module 314.

In the data analysis step 904, the data analysis module 315 uses the judgment data to analyze whether the emergency data stored in the data recording module 314 is correct. When the emergency data is correct, it indicates that a dangerous situation is occurring in the warning area. At this time, the channel opening step 905 is executed. When the emergency data is incorrect, it indicates that the state of the warning area is safe. The system standby step 901 is executed again.

In the channel opening step 905, the state integration module 311 controls the channel control module 313 to output power to control the coil magnetic switch element of the channel switching module 324, so as to control the data transmission channel 322 in the conducting state.

In the information transmission step 906, the status integration module 311 uses the data transmission channel 322 to control the wireless transmission module 323 to output emergency braking data. The status integration module 311 can transmit the emergency braking data to the wireless driver module 321, so that the wireless driver module 321 uses the data transmission channel 322 to drive the wireless transmission module 323 to output the emergency braking data. Alternatively, the wireless driver module 321 is equipped with memory that stores the emergency braking data. When the data transmission channel 322 is in the conducting state, the wireless driver module 321 automatically outputs the emergency braking data.

When the train 42 passes the location where the wireless transmission module 323 is installed, the antenna module 332 installed on the train 42 will receive the emergency stop data and transmit the emergency stop data to the train control module 331. The train control module 331 controls the train 42 to perform a braking procedure according to the emergency stop data, so as to stop the train 42 before the warning area.

In the emergency resolution step 907, when the emergency situation sensed by the roadside sensor module 312 is resolved, it means that the danger in the warning area has been eliminated, the roadside sensor module 312 stops outputting the emergency data, and the status integration module 311 will not receive the emergency data.

In the channel closure step 908, the state integration module 311 controls the channel control module 313 to stop outputting power, so as to control the data transmission channel 322 in the open circuit state. The data transmission channel 322 of the wireless transmission device 32 will not output emergency stop data, and the train automatic braking method returns to the system standby step 901.

As can be seen from the above description, the automatic braking system and method for trains of this invention do indeed have the following effects:

1. Avoid trains entering dangerous restricted areas:

When a dangerous situation occurs in the warning area, the roadside sensing module 312 installed in the warning area will sense the dangerous situation and send emergency data to the status integration module 311. At this time, the roadside status integration device 31 controls the wireless transmission device 32 to output emergency braking data so that the train 42 passing through the wireless transmission device 32 can execute the automatic braking procedure to prevent the train 42 from entering the dangerous warning area.

II. To avoid receiving noise on the train:

The channel switching module 324 has a starting power. The output power of the channel control module 313 must be greater than the starting power for the channel switching module 324 to keep the wireless transmission module 323 in the conducting state. Signals or power less than the starting power are regarded as noise and will not activate the channel switching module 324. This can prevent the train 42 from receiving noise and causing the train control module 331 to execute erroneous programs.

3. The train control center can control the train brakes:

The trackside sensing module 312 can be connected to the control system of the train control center. When the remote train control center receives information that the train 42 is not suitable for operation on the track 41, it can output emergency data to the status integration module 311 through the trackside sensing module 312. The trackside status integration device 31 can control the wireless transmission device 32 to output the emergency braking data to prevent the train 42 from continuing to run.

In summary, the trackside sensing module 312 does indeed sense the safety status of the warning area beside track 41, and transmits emergency data to the status integration module 311 when a dangerous situation occurs in the warning area. This controls the wireless transmission device 32 to send emergency braking data, and the train 42 automatically executes the braking procedure to prevent the train 42 from entering the warning area where the dangerous situation occurs. When the warning area is in a safe state, the data transmission channel 322 is kept in the open state through the channel switch module 324, preventing the wireless transmission module 323 from emitting noise and not affecting the moving train 42. Therefore, the purpose of this invention can indeed be achieved.

However, the above description is merely a preferred embodiment of the present invention and should not be used to limit the scope of the present invention. Any simple equivalent changes and modifications made in accordance with the scope of the patent application and the description of the invention shall still fall within the scope of the present invention.

11: Onboard Antenna 12: Onboard Wireless Unit 13: ATC Control Unit 14: CBTC Control Unit 15: Selection Unit 16: Speed Detector 31: Laneside Status Integration Device 311: Status Integration Module 312: Laneside Sensing Module 313: Lane Control Module 314: Data Recording Module 315: Data Analysis Module 32: Wireless Transmission Device 321: Wireless Drive Module 322: Data Transmission Channel 323: Wireless Transmission Module 324: Lane Switch Module 33: Driving Control Device 331: Driving Control Module 332: Antenna Module 333: Braking Equipment 334: Speed Sensing Module 335: Control Module 41: Track 42: Train 901: System Standby Steps 902: Emergency Response Steps 903: Information Storage Steps 904: Data Analysis Steps 905: Channel Opening Steps 906: Information Transmission Steps 907: Emergency Resolution Steps 908: Channel Closing Steps

Figure 1 is a schematic diagram illustrating Republic of China Patent I579163, describing an on-board device for a train control system; Figure 2 is a schematic diagram illustrating a preferred embodiment of an automatic train braking system according to the present invention, showing a train traveling on a track and the automatic train braking system installed on the railway; Figure 3 is a schematic diagram illustrating the installation states of a train control device installed on the train, and a trackside status integration device and a wireless transmission device installed on the track in the preferred embodiment; Figure 4 is a schematic diagram illustrating the installation states of the channel control module of the trackside status integration device and the channel switch module of the wireless transmission device in the preferred embodiment; and Figure 5 is a flowchart illustrating the automatic train braking method of this invention.

31: Roadside Status Integration Device

311: State Integration Module

313: Channel Control Module

32: Wireless transmission device

321: Wireless Drive Module

322: Data Transmission Channel

323: Wireless Transmission Module

324: Channel Switch Module

33: Vehicle control device

332: Antenna Module

Claims (9)

An automatic train braking system for automatically stopping a train traveling on a track, comprising: a trackside status integration device including a status integration module, at least one trackside sensing module electrically connected to the status integration module, and a channel control module electrically connected to the status integration module, the status integration module receiving emergency data emitted by the trackside sensing modules; and a wireless transmission device disposed in the track and including a wireless... The system comprises a driver module, a data transmission channel electrically connected to the wireless driver module, a wireless transmission module electrically connected to the data transmission channel, and a channel switch module disposed on the data transmission channel and electrically connected to the channel control module. The channel switch module is a relay. The channel control module drives the channel switch module in a constant current manner. The channel control module controls the channel switch module to keep the data transmission channel in a conducting state or a disconnected state. When the data transmission channel is in the conducting state, the status integration module forms an electrical connection with the wireless transmission module through the data transmission channel, and the status integration module controls the wireless transmission module to output emergency stop data. When the data transmission channel is in the disconnected state, the status integration module and the wireless transmission module form an electrical disconnect, preventing the status integration module from controlling the wireless transmission module. The status integration module then controls the data transmission based on the emergency data. The system includes a data transmission channel status monitoring device and a train control device installed on the train. The device includes a train control module and an antenna module electrically connected to the train control module. When the antenna module is near the wireless transmission module and the data transmission channel is in the active state, the train control module obtains the emergency braking data via the antenna module and controls the train to perform a braking procedure based on the emergency braking data. As described in claim 1, the train automatic braking system further includes a trackside status integration device comprising a data recording module electrically connected to the status integration module, wherein the status integration module stores the emergency data received by the trackside sensing module in the data recording module. As described in claim 2, the train automatic braking system further includes a trackside status integration device comprising a data analysis module electrically connected to the status integration module. The data analysis module stores judgment data and analyzes whether the emergency data is correct based on this judgment data. When the emergency data is correct, the channel control module controls the channel switching module to put the data transmission channel in the conducting state; when the emergency data is incorrect, the channel control module controls the channel switching module to put the data transmission channel in the disconnected state. As described in claim 1, the train automatic braking system includes a trackside sensor module selected from a Track Protection System (TPS) or a Disaster Warning System (DWS). A method for automatic train braking, applicable to the automatic train braking system described in any one of claims 1 to 4, comprising the following steps: a system standby step, wherein the channel control module controls the channel switching module to put the data transmission channel in the disconnected state, and the state integration module continuously receives data from the trackside sensing module; a crisis occurrence step, wherein when the trackside sensing module senses a crisis, it outputs the crisis data to the state integration module; a channel opening step, wherein the channel control module controls… The system comprises the following steps: a channel switching module to keep the data transmission channel in the ON state; a data transmission step whereby the status integration module controls the wireless transmission module to output emergency stop data; an emergency ablation step whereby the roadside sensor stops outputting the emergency data to the status integration module when the emergency situation detected by the roadside sensor is resolved; and a channel closure step whereby the channel control module controls the channel switching module to keep the data transmission channel in the OFF state and returns to the system standby state. The system includes a channel switching module to keep the data transmission channel in the OFF state and returns to the system standby state. The automatic train braking method described in claim 5 further includes an information storage step between the emergency occurrence step and the passage opening step. In this information storage step, when the status integration module receives the emergency data, it stores the emergency data in the data recording module. The automatic train braking method described in claim 6 further includes a data analysis step between the information storage step and the channel opening step. In this data analysis step, the data analysis module uses the judgment data to determine whether the critical data stored in the data recording module is correct. If the critical data is correct, the channel opening step is executed; if the critical data is incorrect, the system standby step is executed. As described in claim 5, in the train automatic braking method, during the information transmission step, as the train passes the location where the wireless transmission module is installed, the antenna module installed on the train receives the emergency braking data, and the train control module controls the train to perform a braking procedure based on the emergency braking data. As described in claim 5, in the automatic braking method for trains, during the system standby phase, when the train passes the location where the wireless transmission module is installed, the antenna module installed on the train will not receive any data, and the train control module will not intervene in the train's control program.