CN112026854B - Locomotive control method and vehicle-mounted control equipment - Google Patents
Locomotive control method and vehicle-mounted control equipment Download PDFInfo
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- CN112026854B CN112026854B CN202010958117.6A CN202010958117A CN112026854B CN 112026854 B CN112026854 B CN 112026854B CN 202010958117 A CN202010958117 A CN 202010958117A CN 112026854 B CN112026854 B CN 112026854B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning, or like safety means along the route or between vehicles or vehicle trains
- B61L23/08—Control, warning, or like safety means along the route or between vehicles or vehicle trains for controlling traffic in one direction only
- B61L23/14—Control, warning, or like safety means along the route or between vehicles or vehicle trains for controlling traffic in one direction only automatically operated
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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 vehicle train for signalling purposes ; On-board control or communication systems
- B61L15/0018—Communication with or on the vehicle or vehicle train
- B61L15/0027—Radio-based, e.g. using GSM-R
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L21/00—Station blocking between signal boxes in one yard
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning, or like safety means along the route or between vehicles or vehicle trains
- B61L23/04—Control, warning, or like safety means along the route or between vehicles or vehicle trains for monitoring the mechanical state of the route
- B61L23/041—Obstacle detection
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
Abstract
The embodiment of the application provides a locomotive control method and vehicle-mounted control equipment, wherein the method comprises the following steps: performing state self-check on the current locomotive to obtain a self-check result; judging whether the locomotive is allowed to switch modes at present according to each result in the self-checking results, and sending the self-checking results to a ground control center so that the ground control center can confirm the state of the locomotive according to the self-checking results; when determining that the locomotive is currently allowed to carry out mode switching and receiving a mode switching request sent by a ground control center according to a self-checking result, controlling the locomotive to enter an automatic driving mode according to an automatic driving instruction in the mode switching request, carrying out braking control on the locomotive in a set first braking mode, controlling the direction of the locomotive to be at a neutral position, and controlling a diesel engine of the locomotive to be switched to a specified gear so as to enable the locomotive to enter a starting preparation stage; and when the locomotive is not in a parking state, determining that the locomotive does not allow mode switching.
Description
Technical Field
The application relates to the technical field of rail vehicle control, in particular to a locomotive control method and vehicle-mounted control equipment.
Background
Rail transit refers to a type of vehicle or transportation system where vehicles need to travel on a particular track. With the development of rail transit technology, rail transit is presented in more and more types, and rail transit is widely applied to passenger transport and freight transport. Common rail vehicles use locomotives to provide tractive force for a train, and control of the entire vehicle is achieved based on locomotive control.
But the problem of low intelligent level generally exists in present rail transport.
Compared with a common private car driving control mode, the rail vehicle in a rail transportation scene has a larger volume and needs to strictly follow rail transportation rules. When the rail vehicle is adopted to participate in the production and processing operation, the factors of the operation plan need to be considered in the control process.
Due to the particularity of the rail vehicle in the aspects of the driving mode, the volume, the weight and the like, if the driving control method applied to the private car is directly applied to the rail vehicle, great potential safety hazards are brought.
Disclosure of Invention
The application aims to provide a locomotive control method and vehicle-mounted control equipment, which can carry out safety control on rail vehicles.
In a first aspect, an embodiment of the present application provides a locomotive control method, which is applied to an on-board control device, and the method includes:
carrying out state self-inspection on the current locomotive to obtain a self-inspection result, wherein the self-inspection result comprises: control interface detection results, associated equipment detection results, communication detection results and brake detection results;
judging whether the locomotive is allowed to be switched in a mode currently or not according to each result in the self-detection results, and sending the self-detection results to a ground control center so that the ground control center can confirm the state of the locomotive according to the self-detection results;
when determining that the locomotive is currently allowed to be switched in a mode and receiving a mode switching request sent by the ground control center according to the self-checking result, controlling the locomotive to enter an automatic driving mode according to an automatic driving instruction in the mode switching request, performing braking control on the locomotive in a set first braking mode, controlling the direction of the locomotive to be in a neutral position, and controlling a diesel engine of the locomotive to be switched to a specified gear so as to enable the locomotive to enter a starting preparation stage;
wherein it is determined that the locomotive is not allowed to perform a mode switch when the locomotive is not in a parked state.
By the method, the locomotive is subjected to multi-aspect state self-inspection before entering the automatic driving mode, and when the locomotive is not in a parking state, the locomotive is not allowed to be subjected to mode switching, so that the safety can be improved. Under the condition of receiving a mode switching request, a judgment result obtained by combining self-checking results of multiple aspects such as communication, braking, associated equipment, a control interface and the like is determined, when the mode switching request is received and the locomotive is currently allowed to be switched, the locomotive is controlled to enter an automatic driving mode according to an automatic driving instruction in the mode switching request, and when the locomotive enters the automatic driving mode, the locomotive is controlled to brake and enter a starting preparation stage instead of being started immediately, so that the phenomenon of locomotive slipping can be avoided, and the safety and the operability can be improved. Compared with a processing mode of directly controlling the locomotive to change the running mode according to the speed control parameters of automatic driving after the locomotive enters the automatic driving mode, the locomotive enters a starting preparation stage through brake control, direction control and diesel engine control during mode switching, processing time can be reserved for the outstanding conditions, and potential safety hazards are reduced.
In an alternative embodiment, the method further comprises:
when the locomotive is in an automatic driving mode and in a starting preparation stage, receiving a first reversing instruction sent by the ground control center, and controlling the direction of the locomotive to be switched to a forward position according to the first reversing instruction;
acquiring route information corresponding to the locomotive, wherein the route information is provided for the ground control center by a station interlocking system according to a dispatching operation plan provided by a dispatching system;
receiving an automatic starting instruction sent by the ground control center;
when the current locomotive direction of the locomotive is determined to be switched from a neutral position to a forward position and route information corresponding to the locomotive is obtained, controlling the locomotive to execute a starting operation according to the automatic starting instruction;
and in the process of controlling the locomotive to execute the starting operation, when the running speed of the locomotive is detected to be greater than the set starting speed, determining that the starting is successful, and sending the starting result to the ground control center.
Through the implementation mode, the implementation mode that the locomotive can be safely started in the automatic driving mode is provided.
In an alternative embodiment, the method further comprises:
detecting train pipe pressure and brake cylinder pressure of the locomotive during the process of controlling the locomotive to perform a start operation according to the automatic starting command;
when the train pipe pressure is detected to be greater than a set pipe pressure threshold value and the brake cylinder pressure is detected to be less than a set cylinder pressure threshold value, controlling the diesel engine of the locomotive to load;
after the diesel engine is loaded, rotating speed adjustment is carried out on the diesel engine by using a rotating speed adjustment parameter which is lower than a set rotating speed difference, wherein the difference between two adjacent rotating speed adjustment times is larger than a set holding time difference.
Through the implementation mode, the locomotive can be started and controlled in a relatively mild control mode, sudden change of the running state of the locomotive caused in the starting process can be avoided, and the safety can be improved.
In an alternative embodiment, the method further comprises:
after the locomotive is determined to be successfully started, controlling the locomotive to automatically run according to interlocking information, driving permission data and a train control instruction provided by the ground control center, wherein the interlocking information comprises station yard information, access information and a trackside signal machine state corresponding to the locomotive at the current time;
and in the process of automatic operation of the locomotive, acquiring at least one of operation state parameters, train positions, video data, obstacle detection data and equipment fault detection data of the locomotive, and sending the at least one data serving as monitoring data to the ground control center so that the ground control center can monitor the locomotive according to the monitoring data.
Through the implementation mode, the locomotive can well run in the automatic control mode.
In an alternative embodiment, the method further comprises:
when the locomotive is in an automatic driving mode, receiving an automatic driving quitting instruction sent by the ground control center according to the current state of the locomotive;
controlling the locomotive to stop at the maximum braking force according to the automatic driving quit instruction, and outputting a mode switching prompt message;
and when the locomotive is detected to be in a parking state, controlling the locomotive to enter a manual control mode according to the automatic driving exit instruction.
Through the implementation manner, the implementation manner that the locomotive can be safely switched from the automatic driving mode to the manual control mode is provided.
In an alternative embodiment, the method further comprises:
controlling the locomotive to stop at a maximum braking force if a switching operation of a control knob on the locomotive is detected while the locomotive is in an automatic driving mode, and controlling the locomotive to enter a manual control mode upon determining that the locomotive is in a stopped state.
Through the implementation mode, the locomotive in the automatic driving mode can be emergently stopped when driver intervention control is detected, and can be forcibly quitted from the automatic driving mode and enter a manual control mode in an emergency.
In an alternative embodiment, the method further comprises:
determining a first parking point position according to a fixed-point parking instruction sent by the ground control center in the process that the locomotive runs in an automatic driving mode, wherein the first parking point position is a preset position in route information corresponding to the locomotive;
determining a second parking point position according to the first parking point position and a set first safety distance;
controlling the locomotive to stop according to the second stopping point position;
or when the target signal machine in front of the locomotive is detected to be in a closed state, controlling the locomotive to stop according to the position of the target signal machine and the set second safety distance.
By the implementation mode, fixed-point automatic parking can be realized, the safe distance is considered during parking, and potential safety hazards can be reduced.
In an alternative embodiment, the method further comprises:
in the process that the locomotive runs in an automatic driving mode, when determining that associated equipment corresponding to the locomotive breaks down, controlling the locomotive to stop at the maximum braking force, wherein the associated equipment corresponding to the locomotive comprises a remote control host, a train control safety protection system, a dispatching safety protection system and an obstacle detection device corresponding to the locomotive;
or, in the process that the locomotive runs in the automatic driving mode, controlling the locomotive to stop at the maximum braking force according to an emergency stop command sent by the ground control center, wherein the locomotive is in the automatic driving mode after stopping according to the emergency stop command provided by the ground control center.
By the implementation mode, automatic emergency stop can be realized under the condition that the fault of the associated equipment is detected or according to the emergency stop instruction issued by the ground control center.
In an alternative embodiment, the determining whether the locomotive currently allows mode switching according to each of the self-test results includes:
judging whether the locomotive is allowed to carry out mode switching currently or not according to a control interface detection result, an associated equipment detection result, a communication detection result and a braking detection result;
and when the detection result of the control interface indicates that the control interface of the locomotive fails to pass the test, the detection result of the associated equipment indicates that the associated equipment corresponding to the locomotive has a fault, the detection result of the communication indicates that the communication state between the locomotive and the ground control center is poor, or the detection result of the brake indicates that the locomotive is not currently in the brake state, determining that the locomotive is not currently allowed to carry out mode switching.
Through the implementation mode, the implementation mode that the mode switching judgment is carried out on the locomotive by comprehensively considering various factors is provided, when any one of the self-detection results does not meet the mode switching condition, the locomotive is regarded as not allowed to be subjected to the mode switching at present, and the safety can be improved.
In a second aspect, an embodiment of the present application provides an on-board control device, which is applied to a rail vehicle, and is configured to implement the method according to the foregoing first aspect.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are required to be used in the embodiments of the present application will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present application and therefore should not be considered as limiting the scope, and that those skilled in the art can also obtain other related drawings based on the drawings without inventive efforts.
Fig. 1 is a schematic view of a railway transportation control system according to an embodiment of the present application.
Fig. 2 is a schematic diagram of a locomotive control method according to an embodiment of the present application.
Fig. 3 is a partial schematic diagram of a locomotive control method according to an embodiment of the present application.
FIG. 4 is a schematic diagram illustrating a portion of another locomotive control method provided in an embodiment of the present application.
Fig. 5 is a functional block diagram of an in-vehicle control device according to an embodiment of the present application.
Detailed Description
The technical solutions in the embodiments of the present application will be described below with reference to the drawings in the embodiments of the present application.
Referring to fig. 1, fig. 1 is a schematic view of a railway transportation control system according to an embodiment of the present disclosure.
As shown in fig. 1, the railway transportation system includes a dispatching system, a ground control center, a station interlocking system, a network server, a trackside device and a rail vehicle. And the dispatching system, the ground control center, the station interlocking system, the network server, the trackside equipment and the rail vehicle directly or indirectly carry out data interaction.
The dispatching system carries out information interaction with the station interlocking system through a data communication network, can be used for obtaining dispatching operation plans of all vehicle numbers, and the dispatching operation plans are related to material processing production requirements and idle vehicles. The dispatching system can be used for sending an approach application to the station interlocking system according to the dispatching operation plan. The station interlocking system can acquire data of the trackside equipment and determine whether to open the access road according to the state of the trackside equipment. And after the station interlocking system opens the route according to the route application, returning route information to the dispatching system, wherein the route information can comprise data of all signal machines in the trackside equipment, track circuit parameters in the trackside equipment and equipment parameters of all turnouts in the trackside equipment.
The dispatching system can send the access information provided by the station interlocking system to the ground control center and can also send a dispatching operation plan to the ground control center. The ground control center can be an automatic driving control center and can be used for transmitting the dispatching operation plan to the corresponding rail vehicle in a wireless communication mode. The ground control center can also be used for carrying out task decomposition on the scheduling operation plan to obtain a locomotive operation system instruction as a vehicle control instruction. The ground control center can send the vehicle control instruction and the route information to the rail vehicle.
A rail vehicle includes a locomotive and a train in a hitching relationship with the locomotive. An on-board computer deployed in the locomotive, as an on-board control device, may be used to control the entire locomotive and its associated train. The ground control center can also perform data interaction with a network server deployed in a station through a data communication network. The station-deployed network server may include a network server of a wireless local area network (i.e., a WLAN network server) and an LTE network server. LTE is a network standard. And a wireless camera in the trackside equipment performs data interaction with a WLAN (wireless local area network) server of the station and can perform data interaction with a locomotive close to the station. Each base station in the trackside equipment can perform data interaction with the LTE network server and can perform data interaction with a locomotive or a train corresponding to the locomotive.
The locomotive can be provided with a plurality of control interfaces, and the control interfaces can comprise a train interface for data interaction with the train, a driving interface related to power equipment on the whole locomotive, a network interface for data interaction with each control system and each protection system, and the like. The specific interfaces should not be construed as limiting the application.
The vehicle-mounted computer of the locomotive can be provided with an automatic driving vehicle-mounted module, a train control safety protection system and a dispatching safety protection system. The automatic driving vehicle-mounted module can be abbreviated as STO, and the train control safety protection system can be abbreviated as LKJ. The locomotive can realize wireless data interaction with an external system and external equipment through a wireless communication module on the locomotive.
The transponder information can be obtained through the dispatching safety protection system, and the interaction result between the transponder receiving unit on the locomotive and the positioning transponder in the trackside equipment can be obtained. And the dispatching safety protection system can also obtain the obstacle detection data and the railway limit invasion information detected by the obstacle detection device arranged on the locomotive/train. The scheduling safety protection system can also obtain battlefield information, signal joint debugging information, a shunting operation plan and driving permission data of each station. The scheduling safety protection system can send the acquired route information and shunting signals to the train control safety protection system. The dispatching safety protection system can send the access information and the driving permission data to the automatic driving vehicle-mounted module.
The train related to the locomotive can be controlled through the train control safety protection system, the train pipe pressure, the brake cylinder pressure, the train running speed, the diesel engine rotating speed and the locomotive working conditions (such as the locomotive direction, the handle level, the traction level, the brake level and the like) can be monitored through the train control safety protection system, the train control safety protection system can also send an air releasing instruction to each brake valve of the whole vehicle, and an unloading instruction can be sent to a parking relay of the whole vehicle. The train control safety protection system can send monitored data such as speed, position, speed limit data, locomotive working condition information, train pipe pressure, brake cylinder pressure and the like to the automatic driving vehicle-mounted module.
The automatic driving vehicle-mounted module can control the locomotive according to contents provided by the dispatching safety protection system and the train control safety protection system, for example, the locomotive can be controlled to perform braking operation, lighting, sanding, whistling and other operations, and a human-computer interaction interface on the locomotive can be controlled to output a current control mode and a current self-checking result of the locomotive.
The on-board equipment (such as an on-board computer) on the locomotive controls the operation of the locomotive according to the contents of the access information, the control instruction, the driving permission data and the like provided by the ground control center and the self-checking condition of the whole vehicle. When the whole vehicle is allowed to enter the automatic driving mode and the optimized control parameters provided by the ground control center and used for appointing the automatic driving process can be received, the automatic operation of the locomotive can be controlled according to the current state of the locomotive and the optimized control parameters, and monitoring data such as the operation speed, the handle position, the pipe pressure, the current position of the vehicle, obstacle detection data and the like monitored in the operation process of the locomotive are sent to the ground control center.
It is understood that the system results shown in fig. 1 may be used to implement the locomotive control method provided by the embodiments of the present application, but the architecture shown in fig. 1 is merely illustrative, in particular implementations, the rail transit control system may include more or less structure, or have a different configuration than that shown in fig. 1, for example, the automatic driving vehicle-mounted module, the train control safety protection system and the dispatching safety protection system in the vehicle-mounted computer can be integrated together or have different function division modes, the train control safety protection system and the dispatching safety protection system can also be deployed in independent processing equipment, for example, a plurality of processing devices may be provided on a locomotive, one processing device for deploying an autonomous on-board module, another processing module for deploying a train control safety protection system, and yet another processing device for deploying a dispatch safety protection system.
Referring to fig. 2, fig. 2 is a schematic diagram of a locomotive control method according to an embodiment of the present application. The method is applied to an on-board control device, and can be realized by an automatic driving on-board module in an on-board computer.
As shown in fig. 2, the method includes: S21-S23.
S21: carrying out state self-checking on the current locomotive to obtain a self-checking result, wherein the self-checking result comprises: control interface detection results, associated equipment detection results, communication detection results and brake detection results.
The self-checking items comprise detection of a control interface of the locomotive, detection of corresponding associated equipment of the locomotive, detection of communication quality of the locomotive and detection of braking equipment of the locomotive.
When any one of the self-test results corresponding to the self-test items does not meet the mode switching condition, the locomotive is considered not to be allowed to switch the mode, and the safety can be improved. Therefore, the mode switching process of the locomotive can be judged by comprehensively considering various factors.
S22: and judging whether the locomotive is allowed to switch modes currently or not according to each result in the self-checking results, and sending the self-checking results to a ground control center so that the ground control center can confirm the state of the locomotive according to the self-checking results.
The mode switching may be entering the automatic driving control mode or exiting the automatic driving mode. The following description will be given taking an example in which the mode switching is to enter the automatic driving control mode.
Wherein, judging whether the locomotive currently allows mode switching according to each result in the self-checking results may include: and judging whether the locomotive is allowed to switch the mode currently or not according to the detection result of the control interface, the detection result of the associated equipment, the communication detection result and the braking detection result.
In one implementation, when the detection result of the control interface indicates that the control interface of the locomotive fails the test, it is determined that the locomotive is not currently allowed to perform the mode switching. The control interface may include interfaces of a remote control host, a display and other devices of the locomotive, and may further include a system interface (for example, an interface of the LKJ, an interface corresponding to the scheduling safety protection system) for performing data interaction with each system, and an interface of the obstacle detection device. When any of these interfaces fails the test, it is regarded that the control interface fails the detection, and the automatic driving mode is not allowed to be entered. When all the control interfaces pass the test, the control structure is considered to pass the detection. It will be appreciated that the type and number of control interfaces may be determined according to actual requirements.
As one implementation mode, when the detection result of the associated equipment indicates that the associated equipment corresponding to the locomotive has a fault, the mode switching of the locomotive is determined not to be allowed currently. The associated equipment corresponding to the locomotive may include a remote control host, a train control safety protection system, a scheduling safety protection system, and an obstacle detection device corresponding to the locomotive. The related equipment means that the remote control host, the train control safety protection system, the dispatching safety protection system and the obstacle detection device can provide service for the same locomotive.
For example, the fault detection process of the associated devices such as the remote control host, the train control safety protection system, the dispatching safety protection system, the obstacle detection device and the like can be automatically realized by the associated devices, and the vehicle-mounted control device on the locomotive can periodically obtain the detection results of the associated devices so as to obtain the detection results of the associated devices. When all the associated devices pass the detection, the associated devices are considered to pass the detection, and when any one of the remote control host, the train control safety protection system, the dispatching safety protection system and the obstacle detection device has a fault, the associated devices are considered to fail the detection, so that the locomotive is not allowed to enter the automatic driving mode. The specific fault detection process should not be construed as limiting the application.
As one implementation, when the communication detection result indicates that the communication state between the locomotive and the ground control center is poor, the locomotive is determined not to be allowed to switch the mode currently. The wireless communication module on the locomotive can be used for periodically carrying out data interaction with the ground control center so as to carry out network test, and when the communication state between the locomotive and the ground control center is determined to be poor, the locomotive is not allowed to enter an automatic driving mode.
In one implementation, when the braking detection result indicates that the locomotive is not currently in a braking state, it is determined that the locomotive is not currently allowed to perform mode switching. For example, whether the locomotive is in a braking state may be determined by a train control safety protection system (LKJ) or an autonomous on-board module. When the locomotive is not in the braking state, the locomotive is not allowed to carry out mode switching, and the locomotive is not allowed to enter an automatic driving mode.
And when the locomotive is not in a parking state, determining that the locomotive does not allow mode switching.
In one example, when the control interface test is completed, and it is monitored that the gear of the diesel engine of the locomotive is 0, the rotating speed is 480 rpm, and the remote control host, the train control safety protection system, the dispatching safety protection system and the obstacle detection device corresponding to the locomotive have no fault, and the vehicle-mounted equipment of the locomotive can perform good communication with the equipment on the ground through the communication test, it is determined that the locomotive is stopped, and the locomotive is allowed to enter the automatic driving mode or exit the automatic driving mode.
Alternatively, a person skilled in the art may set priorities among the self-test items, and determine whether to consider the corresponding test result as data passing the test according to the priorities among the results. In order to avoid the influence on the control efficiency of the locomotive due to the complicated self-checking process, a person skilled in the art can set a detection period for each self-checking item in advance, for example, some items can be detected once every other day and three days, some items can be detected once every other 3 seconds, 1 minute and 5 minutes, and the detection result obtained last time is used as the self-checking result of the corresponding self-checking item.
S23: when the mode switching of the locomotive is determined to be allowed currently, and a mode switching request sent by a ground control center according to a self-checking result is received, the locomotive is controlled to enter an automatic driving mode according to an automatic driving instruction in the mode switching request, the locomotive is controlled to be in a neutral position in a set first braking mode, and a diesel engine of the locomotive is controlled to be switched to a specified gear so as to enable the locomotive to enter a starting preparation stage.
Wherein at least the conditions required for the locomotive to enter the autonomous driving mode are: the self-checking result of the locomotive indicates that the automatic driving mode is allowed to be entered currently through detection, and an automatic driving instruction issued by a ground control center is received.
When the locomotive is controlled to enter the automatic driving mode, the locomotive is firstly subjected to brake control in a set first braking mode to maintain the locomotive in a pressure-maintaining anti-slip state, for example, after the locomotive is controlled to enter the automatic driving mode according to an automatic driving instruction, the locomotive can be subjected to brake control by using control parameters of 120kpa of a large brake and 300kpa of a small brake, so that the locomotive is in the pressure-maintaining anti-slip state, and the phenomenon of vehicle slipping caused by mode switching is avoided. The large brake and the small brake are two brake structures for braking control of the locomotive.
When the locomotive is controlled to enter the automatic driving mode, besides the need of controlling the braking of the locomotive, the locomotive direction of the locomotive needs to be controlled to be in a neutral position, and a diesel engine of the locomotive is controlled to be switched to a specified gear, so that the locomotive enters a starting preparation stage.
In one example, after the locomotive is controlled to enter the automatic driving mode, the locomotive is controlled to brake by the control parameters of 120kpa of large brake and 300kpa of small brake, so that the locomotive maintains a pressure maintaining anti-slip state, the locomotive direction of the locomotive is controlled to be in a control direction neutral position, and the gear position of a corresponding diesel engine of the locomotive is set to be in a '0' position. At this time, an automatic driving vehicle-mounted module (STO) in the vehicle-mounted computer can receive and execute the instruction sent by the ground control center, and can also send locomotive state parameters (including monitoring data) in an automatic driving mode to the dispatching safety protection system.
By the method of the above S21-S23, the automatic control of the locomotive in the mode switching stage can be realized. Before entering the automatic driving mode, the locomotive is subjected to multi-aspect state self-checking, and when the locomotive is not in a parking state, the locomotive is not allowed to be subjected to mode switching, so that the safety can be improved. Under the condition of receiving a mode switching request, a judgment result obtained by combining self-checking results in multiple aspects such as communication, braking, associated equipment, a control interface and the like is determined, when the mode switching request is received and the locomotive is currently allowed to carry out mode switching, the locomotive is controlled to enter an automatic driving mode according to an automatic driving instruction in the mode switching request, and when the locomotive enters the automatic driving mode, the locomotive is controlled to be braked and controlled to enter a starting preparation stage instead of being started immediately, so that the phenomenon of locomotive sliding can be avoided, and the safety and the operability can be improved. Compared with a processing mode of directly controlling the locomotive to change the running mode according to the speed control parameters of automatic driving after the locomotive enters the automatic driving mode, the locomotive enters a starting preparation stage through brake control, direction control and diesel engine control during mode switching, processing time can be reserved for the outstanding conditions, and potential safety hazards are reduced.
Optionally, after S23, as shown in fig. 3, the locomotive control method may further include: and (5) a starting stage. The steps of the startup phase may include S24-S28.
S24: when the locomotive is in an automatic driving mode and in a starting preparation stage, a first reversing instruction sent by a ground control center is received, and the direction of the locomotive is controlled to be switched to a forward position according to the first reversing instruction.
S25: and acquiring corresponding route information of the locomotive.
The route information is information provided to the ground control center by the station interlocking system according to the scheduling operation plan provided by the scheduling system.
The route information can be acquired through the shunting safety protection unit. The train marshalling information can also be acquired through the shunting safety protection unit, and the train marshalling information can comprise the number of trains dragged by the receiving train, the number of propelled vehicles, the total weight, the length of the train, the connection state of an air pipe and the like. Data references can be provided for the automatic driving operation process based on the data such as train marshalling information, route information, speed limit, intrusion limit and the like.
S26: and receiving an automatic starting instruction sent by the ground control center.
S27: and when the current locomotive direction of the locomotive is determined to be switched from the neutral position to the forward position and the corresponding route information of the locomotive is obtained, controlling the locomotive to execute the starting operation according to the automatic starting instruction.
As one implementation of S27, S27 may include: when the current locomotive direction of the locomotive is determined to be switched from the neutral position to the forward position and corresponding access information of the locomotive is obtained, the large brake and the small brake of the locomotive are relieved according to the automatic starting instruction, in the relieving process, the diesel engine loading of the locomotive is controlled according to the detected pressure of the train pipe and the pressure of the brake cylinder, and the locomotive is controlled to start and whistle.
Where in the field of rail transportation, mitigation and braking are opposed, braking may be considered as applying resistance to the locomotive and mitigation may be considered as reducing resistance.
During the process of controlling the locomotive to execute the starting operation according to the automatic starting command, for example, during the process of releasing a large brake and a small brake, the train pipe pressure and the brake cylinder pressure of the locomotive are detected. And when the pressure of the train pipe is detected to be larger than the set pipe pressure threshold value and the pressure of the brake cylinder is detected to be smaller than the set cylinder pressure threshold value, controlling the diesel engine of the locomotive to load.
When the diesel engine of the locomotive is controlled to load, the locomotive can be controlled to start and whistle.
The diesel loading process may be considered to be a gear shift (shift to a non "0" bit). After the diesel engine is loaded, the rotational speed of the diesel engine can be adjusted.
When the rotating speed of the diesel engine is controlled and adjusted each time, the rotating speed of the diesel engine is adjusted by a rotating speed adjusting parameter which is lower than a set rotating speed difference, and the difference between two adjacent rotating speed adjusting times is larger than a set holding time difference. The locomotive can be started and controlled in a relatively mild control mode, sudden change of the running state of the locomotive caused in the starting process can be avoided, and safety can be improved.
The set rotational speed difference may be 50 rpm. The set holding time difference may be 1 second or 2 seconds.
S28: and in the process of controlling the locomotive to execute the starting operation, when the running speed of the locomotive is detected to be greater than the set starting speed, determining that the starting is successful, and sending the starting result to the ground control center.
In one example, route information, current speed, and locomotive direction of the locomotive may be obtained and checked after entering the start preparation phase. When a first reversing instruction which is sent by a ground control center and used for indicating that the direction of the locomotive is switched to be a forward carry is received, the direction of the locomotive is controlled to be switched from a neutral position to a forward position according to the first reversing instruction, and the route information of the locomotive can be obtained through a dispatching safety protection system.
When the direction of the locomotive is detected to be switched from the neutral position to the forward position, the route information is obtained, and an automatic starting instruction sent by a ground control center is received, the large brake and the small brake are relieved, and the pressure (pipe pressure for short) of the train pipe and the pressure (cylinder pressure for short) of the brake cylinder are checked. In the relieving process, the diesel engine loading of the locomotive is controlled according to the detected train pipe pressure and brake cylinder pressure, after the train pipe and brake cylinder pressure is relieved to a certain degree, for example, when the train pipe pressure is greater than 400kPa and the brake cylinder pressure is less than 180kPa, the diesel engine loading is controlled to switch the gear position of the diesel engine from the '0' position to the '0' position, and the locomotive is controlled to whistle, so that the starting whistle is carried out.
Optionally, in the process of regulating the speed of the diesel engine, the rotation speed of the diesel engine may be gradually increased or decreased according to the traction requirement of the locomotive, and when the rotation speed of the diesel engine is controlled and regulated each time, 50 rpm may be used as the set rotation speed difference, and the speed difference (i.e. the rotation speed regulation parameter) before and after speed regulation needs to be within 50 rpm, so as to avoid sudden increase or sudden decrease of the rotation speed. And after each speed regulation, the diesel engine is allowed to regulate the speed for the next time after the diesel engine stays for 1-2 seconds, so that the sudden increase or sudden decrease of the speed is avoided.
During the process of controlling the locomotive to execute the starting operation, such as the loading process and the speed regulating process of a diesel engine, the obstacle detection device can be used for detecting obstacles to obtain the obstacle condition around the locomotive or the obstacle condition around the train, and when the obstacles around the locomotive or the train are determined, the locomotive outputs an alarm prompt, such as controlling the locomotive to whistle to alarm or playing a voice prompt with the maximum volume.
When the set starting speed is 1.2Km/h, and after the diesel engine is loaded, when the running speed of the locomotive is detected to be more than 1.2Km/h, the locomotive is determined to be successfully started.
When the slope is detected to exist, the locomotive and the train related to the locomotive can be controlled to sand in the slope departure scene, and the phenomenon of sliding is avoided. The ramp detection can be realized by an image detection mode.
Optionally, before adjusting the operating speed of the locomotive, an optimal control parameter may be obtained or generated for this automatic driving process, and the optimal control parameter is provided by the ground control center, or the ground control center provides a calculation mode of the optimal control parameter. The calculation process of the optimization control parameters is related to the working condition information, the access information, the speed limit data, the train marshalling and the locomotive traction of the locomotive, and the optimization control parameters can be obtained by leading the monitoring data of the locomotive into a calculation model. The optimized control parameters can be converted into vehicle control instructions.
After the locomotive is determined to be successfully started, the locomotive can be controlled to automatically run according to interlocking information, driving permission data and a train control instruction provided by a ground control center, wherein the interlocking information comprises station yard information, access information and a trackside signal machine state corresponding to the locomotive at the current time.
Through the implementation of S24-S28 described above, an implementation is provided in which the locomotive may be safely started in an autonomous driving mode.
Optionally, the locomotive control method may further include an operation monitoring stage during automatic operation of the locomotive. The operation monitoring phase may include: in the process of automatic operation of the locomotive, at least one of operation state parameters of the locomotive, the position of the train, video data, obstacle detection data and equipment fault detection data is obtained and is used as monitoring data to be sent to a ground control center so that the ground control center can monitor the locomotive according to the monitoring data.
In one example, the operating status parameters of the locomotive, the train position, the video data, the obstacle detection data, and the equipment fault detection data may all be transmitted to the ground control center as monitoring data for the ground control center to monitor the locomotive according to the monitoring data.
For example, the operating state parameters of the locomotive, which may include operating speed, handle position, rail pressure, may be obtained by the train control and safety protection system. The current position of the train and the current position of the locomotive can be obtained through the transponder receiving unit and the positioning module on the locomotive, video data obtained by image acquisition equipment on the locomotive can also be obtained, and the video data acquired by trackside equipment is received through a radio station arranged on the locomotive. The obstacle detection data can be obtained through an obstacle detection device arranged on a locomotive or a train, and the obstacle detection data sent by obstacle detection equipment on the track side or the road junction can be received through a radio station. Equipment fault detection data provided by equipment associated with the locomotive may be acquired.
Through the implementation mode, the locomotive can well run in the automatic control mode.
Optionally, when the locomotive is in the automatic driving mode, the locomotive control method may further include another mode switching process: process of switching from automatic driving mode to manual control mode. The process includes steps S31-S33 (shown in FIG. 4), or S34. That is, the locomotive in the automatic driving mode may be switched to the manual control mode according to a mode switching command (herein, an automatic driving exit command) provided by the ground control center, or may be forcibly switched to the manual control mode according to an operation of a control knob corresponding to a driver.
S31: and when the locomotive is in an automatic driving mode, receiving an automatic driving quitting instruction sent by a ground control center according to the current state of the locomotive.
S32: and controlling the locomotive to stop at the maximum braking force according to the automatic driving quitting instruction, and outputting a mode switching prompt message.
S33: and when the locomotive is detected to be in a parking state, controlling the locomotive to enter a manual control mode according to the automatic driving exit instruction.
Through the implementation of S31-S33 described above, an implementation is provided in which a locomotive may be safely switched from an autonomous driving mode to a manual control mode.
S34: the method includes controlling the locomotive to stop at a maximum braking force if a switching operation of a control knob on the locomotive is detected while the locomotive is in an automatic driving mode, and controlling the locomotive to enter a manual control mode upon determining that the locomotive is in a stopped state.
By implementing S34 as described above, a locomotive in the autonomous driving mode may be brought to an emergency stop upon detection of driver intervention control, and may be forced to exit the autonomous driving mode and enter the manual control mode in an emergency.
In the embodiment of the application, the current mode can be output when the mode is switched every time, and the voice prompt of 'automatic driving is entered' can be realized when the automatic driving mode is entered. Upon exiting the autonomous driving mode, a voice prompt may be provided to "please note manual control". When entering and exiting the automatic driving mode, the display device on the locomotive can be controlled to correspondingly display mode prompts of automatic, manual and the like.
Optionally, during the operation of the locomotive, the locomotive control method may further include: and (5) a parking stage. The parking implementation mode of the parking stage comprises the following steps: normal spot stops and emergency stops.
As an implementation mode of normal parking, in the process that the locomotive runs in an automatic driving mode, the position of a first parking point can be determined according to a fixed-point parking instruction sent by a ground control center. A second stopping point position is then determined based on the first stopping point position and the set first safe distance. And controlling the locomotive to stop according to the second stop position.
The first stop position is a position preset in the corresponding route information of the locomotive.
The set first safety distance may be equal to 15 meters, 25 meters, 30 meters. For example, the locomotive may be controlled to reduce the operating speed to less than 10 km/h of safe speed 25 meters before the first stop location.
As another implementation manner of normally stopping the locomotive, when the locomotive operates in the automatic driving mode and a target signal machine in front of the locomotive is detected to be in a closed state, the locomotive can be controlled to stop according to the position of the target signal machine and a set second safety distance.
The target signal may be a signal located at a distance from the locomotive exceeding the buffer distance and located in front of the locomotive and closest to the locomotive. The buffer distance is greater than the set second safety distance.
The set second safety distance may be equal to 40 meters, 45 meters, 50 meters. In one application scenario, when it is detected that a trackside signal nearest to the front of the locomotive is turned off, the locomotive is automatically controlled to stop at 40 meters in front of the turned-off signal.
Wherein if it is detected that the designated control area on the locomotive is operated by mistake in the automatic driving mode, the locomotive is controlled to stop according to the position of the target signal and the set second safety distance according to the stopping principle.
Through the implementation mode, the automatic parking at a fixed point can be realized, the safe distance is considered during parking, and the potential safety hazard can be reduced.
As an emergency stop control mode, when determining that the associated equipment corresponding to the locomotive has a fault in the process that the locomotive operates in an automatic driving mode, the locomotive can be controlled to stop at the maximum braking force, wherein the associated equipment corresponding to the locomotive comprises a remote control host, a train control safety protection system, a dispatching safety protection system and an obstacle detection device, which correspond to the locomotive.
The fault detection process of the associated equipment can be realized by each associated equipment. Upon receiving an associated device detection indicating the presence of a faulty associated device, the locomotive may be controlled to stop at a maximum braking force.
As another emergency stop control mode, during the process that the locomotive runs in the automatic driving mode, the locomotive can be controlled to stop with the maximum braking force according to an emergency stop command sent by a ground control center.
Wherein the locomotive may remain in the autonomous driving mode after stopping according to the emergency stop command provided by the ground control center. After the locomotive stops according to the emergency stop instruction provided by the ground control center, the locomotive can also enter a manual driving mode in an emergency stop scene in response to the operation of a driver on the locomotive or a mode switching request provided by the ground control center (the mode switching request at this time carries an instruction for controlling the locomotive to enter the manual driving mode).
Through the two emergency stop control implementation modes, automatic emergency stop can be realized under the condition that the fault of the associated equipment is detected or according to an emergency stop instruction issued by a ground control center.
Based on the same inventive concept, as shown in fig. 5, the embodiment of the present application further provides an in-vehicle control apparatus 400.
The onboard control apparatus 400 is applicable to a rail vehicle, and is used to implement the aforementioned method.
The on-board control device 400 may be an on-board computer in a rail vehicle in which an autopilot on-board module for implementing the aforementioned locomotive control method may be deployed.
The in-vehicle control apparatus 400 may include: memory 401, processor 402, and communications component 403.
The communication component 403 includes a communication bus for implementing direct or indirect connection between the respective components in the in-vehicle control device 400.
The memory 401 is a storage medium, and may be a high-speed RAM memory or a non-volatile memory (non-volatile memory).
The Processor 402 has an arithmetic Processing capability, and may be, but is not limited to, a general-purpose Processor such as a Central Processing Unit (CPU) or a Network Processor (NP); but may also be a dedicated processor or a processor built from other programmable logic devices. Processor 402 may implement the methods, steps, and logic blocks provided by embodiments of the present application.
The memory 401 stores thereon a computer program executable by the processor 402, and the processor 402 is configured to execute the computer program stored in the memory 401, so as to implement some or all of the steps in the methods provided by the foregoing embodiments.
It should be noted that the structure shown in fig. 5 is only an illustration, and there may be more components or other configurations than that shown in fig. 5 in specific applications.
In the embodiments provided in the present application, it should be understood that the disclosed system, apparatus, device and method may be implemented in other ways. The above-described embodiments are merely illustrative, and for example, a module or system may be divided into only one logical functional division, and another division may be implemented in practice, and for example, a plurality of units or components may be combined or integrated into another system. In addition, the connections discussed above may be indirect couplings or communication connections between devices or units through some communication interfaces, and may be electrical, mechanical or other forms. In addition, the units described as separate parts may or may not be physically separate, and those skilled in the art may select some or all of the units according to actual needs to achieve the purpose of the embodiment.
Furthermore, the functional modules in the embodiments of the present application may be integrated together to form an independent part, or each module may exist separately, or two or more modules may be integrated to form an independent part.
It should be noted that the functions, if implemented in the form of software functional modules and sold or used as independent products, may be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application, or portions thereof, which substantially or substantially contribute to the prior art, may be embodied in the form of a software product stored in a storage medium and including instructions for causing a computer device to perform all or part of the steps of the methods of the embodiments of the present application.
In this document, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions.
The above embodiments are merely examples of the present application and are not intended to limit the scope of the present application, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, improvement and the like made within the spirit and principle of the present application shall be included in the protection scope of the present application.
Claims (9)
1. A locomotive control method is characterized by being applied to an on-board control device, and comprises the following steps:
carrying out state self-checking on the current locomotive to obtain a self-checking result, wherein the self-checking result comprises the following steps: control interface detection results, associated equipment detection results, communication detection results and brake detection results;
judging whether the locomotive is allowed to be switched in a mode currently or not according to each result in the self-detection results, and sending the self-detection results to a ground control center so that the ground control center can confirm the state of the locomotive according to the self-detection results;
when determining that the locomotive is currently allowed to carry out mode switching and receiving a mode switching request sent by the ground control center according to the self-checking result, controlling the locomotive to enter an automatic driving mode according to an automatic driving instruction in the mode switching request, carrying out braking control on the locomotive in a set first braking mode, controlling the direction of the locomotive to be in a neutral position, and controlling a diesel engine of the locomotive to be switched to a specified gear so as to enable the locomotive to enter a starting preparation stage;
when the locomotive is in an automatic driving mode and in a starting preparation stage, receiving a first reversing instruction sent by the ground control center, and controlling the direction of the locomotive to be switched to a forward position according to the first reversing instruction;
acquiring route information corresponding to the locomotive, wherein the route information is provided for the ground control center by a station interlocking system according to a dispatching operation plan provided by a dispatching system;
receiving an automatic starting instruction sent by the ground control center;
when the current locomotive direction of the locomotive is determined to be switched from a neutral position to a forward position and route information corresponding to the locomotive is obtained, controlling the locomotive to execute a starting operation according to the automatic starting instruction;
in the process of controlling the locomotive to execute the starting operation, when the running speed of the locomotive is detected to be greater than the set starting speed, the success of the starting is determined, and the starting result is sent to the ground control center;
wherein it is determined that the locomotive is not allowed to perform a mode switch when the locomotive is not in a parked state.
2. The method of claim 1, further comprising:
detecting a train pipe pressure and a brake cylinder pressure of the locomotive during the process of controlling the locomotive to execute a start operation according to the automatic start command;
when the train pipe pressure is detected to be greater than a set pipe pressure threshold value and the brake cylinder pressure is detected to be less than a set cylinder pressure threshold value, controlling the diesel engine of the locomotive to load;
after the diesel engine is loaded, rotating speed adjustment is carried out on the diesel engine by using a rotating speed adjustment parameter which is lower than a set rotating speed difference, wherein the difference between two adjacent rotating speed adjustment times is larger than a set holding time difference.
3. The method of claim 1, further comprising:
after the locomotive is determined to be successfully started, controlling the locomotive to automatically run according to interlocking information, driving permission data and a train control instruction provided by the ground control center, wherein the interlocking information comprises station yard information, access information and a trackside signal machine state corresponding to the locomotive at the current time;
and in the process of automatic operation of the locomotive, acquiring at least one of operation state parameters of the locomotive, train positions, video data, obstacle detection data and equipment fault detection data, and sending the at least one data as monitoring data to the ground control center so that the ground control center can monitor the locomotive according to the monitoring data.
4. The method of claim 1, further comprising:
when the locomotive is in an automatic driving mode, receiving an automatic driving quitting instruction sent by the ground control center according to the current state of the locomotive;
controlling the locomotive to stop at the maximum braking force according to the automatic driving quitting instruction, and outputting a mode switching prompt message;
and when the locomotive is detected to be in a parking state, controlling the locomotive to enter a manual control mode according to the automatic driving exit instruction.
5. The method of claim 1, further comprising:
controlling the locomotive to stop at a maximum braking force if a switching operation of a control knob on the locomotive is detected while the locomotive is in an automatic driving mode, and controlling the locomotive to enter a manual control mode upon determining that the locomotive is in a stopped state.
6. The method of claim 1, further comprising:
determining a first parking point position according to a fixed-point parking instruction sent by the ground control center in the process that the locomotive runs in an automatic driving mode, wherein the first parking point position is a preset position in route information corresponding to the locomotive;
determining a second parking point position according to the first parking point position and a set first safety distance;
controlling the locomotive to stop according to the second stopping point position;
or when the target signal machine in front of the locomotive is detected to be in a closed state, controlling the locomotive to stop according to the position of the target signal machine and the set second safety distance.
7. The method of claim 1, further comprising:
in the process that the locomotive runs in an automatic driving mode, when determining that associated equipment corresponding to the locomotive breaks down, controlling the locomotive to stop at the maximum braking force, wherein the associated equipment corresponding to the locomotive comprises a remote control host, a train control safety protection system, a dispatching safety protection system and an obstacle detection device corresponding to the locomotive;
or, in the process that the locomotive runs in the automatic driving mode, controlling the locomotive to stop at the maximum braking force according to an emergency stop command sent by the ground control center, wherein the locomotive is in the automatic driving mode after stopping according to the emergency stop command provided by the ground control center.
8. The method of any of claims 1-7, wherein said determining whether the locomotive is currently permitted to switch modes based on each of the self-test results comprises:
judging whether the locomotive is allowed to carry out mode switching currently or not according to a control interface detection result, an associated equipment detection result, a communication detection result and a braking detection result;
and when the detection result of the control interface indicates that the control interface of the locomotive fails to pass the test, the detection result of the associated equipment indicates that the associated equipment corresponding to the locomotive has a fault, the detection result of the communication indicates that the communication state between the locomotive and the ground control center is poor, or the detection result of the brake indicates that the locomotive is not currently in the brake state, determining that the locomotive is not currently allowed to carry out the mode switching.
9. An on-board control device, characterized in that, applied to a rail vehicle, the on-board control device is used for implementing the method of any one of claims 1-8.
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| CN112572538B (en) * | 2020-12-16 | 2022-10-14 | 广东韶钢松山股份有限公司 | Locomotive information system and train operation control method |
| CN112947257A (en) * | 2021-04-02 | 2021-06-11 | 三一智矿科技有限公司 | Remote control device and method for unmanned mine car |
| CN117082303B (en) * | 2023-10-16 | 2024-01-30 | 深圳金语科技有限公司 | Stream media driving monitoring method and equipment thereof |
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