CN109109908B - Railway vehicle driver alert control method and driver alert control system - Google Patents
Railway vehicle driver alert control method and driver alert control system Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
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Abstract
The invention provides a railway vehicle driver alert control method and a driver alert control system. The railway vehicle driver alert control method of the present invention comprises the steps of: A) the method comprises the following steps Judging whether the time length for releasing the warning pedal by the driver is greater than a first preset time length or not; C) if the time length of releasing the vigilance pedal by the driver is less than the first preset time length, judging whether the driver performs at least one operation of lighting mode change, pressing a horn, shifting a gear by a driver controller and triggering a vigilance button of the driver controller within the second preset time length; D) if the driver is judged to execute at least one of the operations within a second preset time length, executing the step A); E) if the driver is judged not to execute any one of the operations within the second preset time period, the emergency brake is started. The railway vehicle driver alert control method can fully consider the situation that other equivalent operations are carried out when the driver does not operate the control element, and can simplify the operation of the driver.
Description
Technical Field
The invention relates to the technical field of railway traffic safety, in particular to a method and a system for controlling driver alertness of railway vehicles.
Background
In order to ensure the safety of the lives and properties of passengers and require a train driver to keep a clear head all the time during the operation of the existing railway vehicle or subway train, a driver controller is usually provided with a caution button or a foot switch to realize caution and alarm.
At present, the control logic of the driver alert system for the common railway vehicle is relatively simple, most of the driver operates a driver controller button or a foot switch within the designated speed and time, the system is not operated to give an alarm when overtime happens, an alarm device is generally only a buzzer, the driver operates within the alarm time, the system is recovered to be normal, the driver does not operate within the alarm time, a train enters an emergency braking state, and emergency braking is applied.
Then, in the existing alert system, only the operation of the driver on the driver's button or foot pedal is used as the standard for determining whether the driver is awake, and during the actual driving process, when the system gives an alarm, the driver may need to perform other operations within the alarm time, so that the driver does not operate the driver's button or foot pedal within the specified time, or the driver forgets to operate the driver's button or foot pedal due to performing other operations, but the system still controls the train to enter the emergency braking state because the system does not receive the operation within the alarm time, thereby causing misjudgment and causing unnecessary emergency braking.
Disclosure of Invention
The invention provides a railway vehicle driver alert control method and a driver alert control system, which can fully consider the condition that other equivalent operations are carried out when a driver does not operate a control element, simplify the operation of the driver and avoid the error judgment of the system to the driver alert.
In a first aspect, the present invention provides a method for controlling the alertness of a railway vehicle driver, comprising the steps of:
A) the method comprises the following steps Judging whether the time length for releasing the warning pedal by the driver is greater than a first preset time length or not;
B) the method comprises the following steps If the time length of releasing the warning pedal by the driver is longer than a first preset time length, giving an alarm to the cab;
C) if the time length of releasing the vigilance pedal by the driver is less than the first preset time length, judging whether the driver performs at least one operation of lighting mode change, pressing a horn, shifting a gear by a driver controller and triggering a vigilance button of the driver controller within the second preset time length;
D) if the driver is judged to execute at least one of the operations within a second preset time length, the step A) is executed again;
E) if the driver is judged not to execute any one of the operations within the second preset time period, the emergency brake is started.
Optionally, step B) includes: if the time length of releasing the warning pedal by the driver is longer than the first preset time length, sending a warning of a third preset time length to the cab; judging whether the driver steps on the vigilant pedal within a third preset time length, and if the driver steps on the vigilant pedal within the third preset time length, executing the step A again; and if the driver does not step on the alert pedal within the third preset time period, starting emergency braking.
Optionally, the step E) includes, if it is determined that the driver does not perform any of the above operations within the second preset time period, sending a first alarm of a fourth preset time period to the cab; judging whether the driver looses and re-steps on a vigilant pedal or executes at least one operation of lighting mode change, horn pressing, driver controller gear shifting and driver controller vigilant button triggering in the first alarm, and if so, re-executing the step A); and if the driver does not loosen and step on the alert pedal again in the first alarm and does not perform any one of the operations of changing the lighting mode, pressing a horn, shifting gears of the driver controller and triggering the alert button of the driver controller, starting emergency braking.
Optionally, if the driver does not release and re-depress the vigilant pedal and does not perform any one of the operations of changing the lighting mode, pressing the horn, shifting the gear of the driver controller and triggering the vigilant button of the driver controller within the first alarm, the emergency braking is started, including: if the driver does not loosen and step on the vigilant pedal again in the first alarm and does not perform any one of the operations of changing the lighting mode, pressing a horn, shifting gears of the driver controller and triggering the vigilant button of the driver controller, sending a second alarm with a fifth preset duration to the cab again; judging whether the driver releases and presses the vigilance pedal again or executes at least one operation of lighting mode change, pressing a horn, shifting gears of the driver controller and triggering the vigilance button of the driver controller in the second alarm, and if the judgment result is yes, executing the step A again); and if the driver does not loosen and step on the alert pedal again in the second alarm and does not perform any one of the operations of changing the lighting mode, pressing a horn, shifting gears of the driver controller and triggering the alert button of the driver controller, starting emergency braking.
Optionally, after step E), further comprising: judging whether the duration of emergency braking reaches a sixth preset duration or not; if the emergency braking duration reaches the sixth preset duration, judging whether the speed of the railway vehicle is 0 km/h; if the speed of the railway vehicle is 0km/h, judging whether the control handle is set to be 0; if the control handle returns to the '0' position, the logic time is reset.
Optionally, after step E), further comprising: if the emergency braking time does not reach the sixth preset time, continuing the emergency braking until the emergency braking time reaches the sixth preset time, and judging whether the speed of the railway vehicle is 0 km/h; or further comprising: if the speed of the railway vehicle is more than 0km/h, continuing emergency braking until the speed of the railway vehicle is 0km/h, and judging whether the control handle returns to the position of 0; or further comprising: if the control handle does not return to the '0' position, emergency braking is continued until the logic time is reset when the control handle returns to the '0' position.
Optionally, before step a), further comprising: judging whether the brake pressure of the railway vehicle is less than the preset pressure or not; if the pressure is smaller than the preset pressure, judging whether a system fault exists, wherein the system fault at least comprises the following steps: the method comprises the following steps that the speed of a vehicle cannot be obtained, alternating current power supply is lost, direction signals appear in front and at the back simultaneously, and a driver key is activated and a fire alarm occurs simultaneously; and if the system fault does not exist, executing the step A).
Optionally, the method for controlling the vigilance of the railway vehicle driver further includes: and if the system fault exists, sending an alarm with a seventh preset time length to the cab, and starting emergency braking.
Optionally, before determining whether the brake pressure of the railway vehicle is less than the preset pressure, the method further includes: judging whether the speed of the railway vehicle is greater than a preset speed or not; if the speed of the railway vehicle is greater than the preset speed, judging whether the braking pressure of the railway vehicle is less than the preset pressure; if the speed of the railway vehicle is less than the preset speed, a suppression system is started, and the suppression system is used for suppressing a central control unit of the railway vehicle from executing vigilance control.
In a second aspect, the present invention provides a railway vehicle driver alert control system comprising: the central control unit is connected with the control panel, the air-break warning button, the illuminating lamp button, the horn button and the driver controller are arranged on the control panel, and the central control unit is used for controlling whether the railway vehicle is emergently braked according to the operation of the warning pedal and the control panel by a driver.
The invention relates to a railway vehicle driver alert control method, which comprises the following steps: A) the method comprises the following steps Judging whether the time length for releasing the warning pedal by the driver is greater than a first preset time length or not; B) the method comprises the following steps If the time length of releasing the warning pedal by the driver is longer than a first preset time length, giving an alarm to the cab; C) if the time length of releasing the vigilance pedal by the driver is less than the first preset time length, judging whether the driver performs at least one operation of lighting mode change, pressing a horn, shifting a gear by a driver controller and triggering a vigilance button of the driver controller within the second preset time length; D) if the driver is judged to execute at least one of the operations within a second preset time length, the step A) is executed again; E) if the driver is judged not to execute any one of the operations within the second preset time period, the emergency brake is started. According to the arrangement, when the driver does not step on the vigilant pedal within the first preset time period, the driver is warned; meanwhile, when the driver keeps stepping on the vigilant pedal without loosening or continues stepping on the vigilant pedal without loosening after the driver loosens the vigilant pedal for a time period less than a first preset time period, whether at least one operation of changing the lighting mode, pressing a horn, shifting gears by a driver controller and triggering the vigilant button of the driver controller is carried out is judged, so that the condition that other equivalent operations are carried out when the driver does not operate the vigilant element can be fully considered, the operation of the driver can be simplified, and the problem that the conventional vigilant system is easy to misjudge when the driver is vigilant and causes unnecessary emergency braking is solved.
Drawings
Fig. 1 is a schematic flow chart of a method for controlling the alertness of a driver of a railway vehicle according to an embodiment of the present invention;
fig. 2 is a schematic flow chart of a method for controlling the alertness of a driver of a railway vehicle according to a second embodiment of the present invention;
fig. 3 is a schematic flow chart of a method for controlling the alertness of a driver of a railway vehicle according to a third embodiment of the present invention;
fig. 4 is a schematic structural diagram of a railway vehicle driver alert control system according to a fourth embodiment of the present invention.
Description of reference numerals:
1-a central control unit; 2-a control panel;
3-alert pedal; 4-high light indicator light;
5-a buzzer; 21-an aircraft alert button;
22-light button; 23-horn button;
24-driver gear.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Fig. 1 is a schematic flow chart of a method for controlling the alertness of a railway vehicle driver according to an embodiment of the present invention. As shown in fig. 1, the method for controlling the alertness of a railway vehicle driver according to the present invention includes:
step 101: and judging whether the time length for releasing the alarming pedal by the driver is greater than a first preset time length.
When a railway vehicle driver drives a vehicle for a long time, the driver is easy to be inattentive and sleepy due to fatigue, or the driver dies due to danger in an extreme case, and in an unexpected case as described above, the driver cannot control the railway vehicle, so that the safety of lives and properties of passengers is greatly threatened. When the driver steps down the alert pedal with his foot, the driver is determined to be performing effective alert operation on the railway vehicle.
For the accident condition that the driver cannot control the railway vehicle, the method judges whether the time length for releasing the warning pedal by the driver is greater than a first preset time length. Specifically, when the time length for releasing the vigilant pedal by the driver is longer than a first preset time length, the driver is considered not to step on the vigilant pedal within the first preset time length, and an accident condition is possibly caused; when the time length of releasing the alert pedal by the driver is less than the first preset time length, the driver is considered that the alert pedal is not released all the time, or the driver continues to step on the alert pedal after only releasing the alert pedal for less than the first preset time length, at this time, an accident may occur, and of course, the driver may be performing other driver operations besides the alert pedal, for example, the driver is changing the lighting mode, pressing a horn, shifting a shift by a driver controller, or triggering a warning button of the driver controller while stepping on the alert pedal.
In addition, how to judge whether the time length for releasing the warning pedal by the driver is greater than the first preset time length or not can be realized through software, for example, the output level signal of the warning pedal is monitored, if the output level signal of the warning pedal is a high level when the driver releases the warning pedal, timing is started at the rising edge of the output level of the warning pedal, and as time goes on, if the high level is not finished after the first preset time length passes, timing is finished, and the time length for releasing the warning pedal by the driver is considered to be greater than the first preset time length; if the high level is ended and a falling edge occurs before the first preset time length is reached, timing is ended when the falling edge occurs, and the time length for releasing the alarming pedal by the driver is considered to be less than the first preset time length; and if the high level is ended and a falling edge occurs when the first preset time length is reached, ending timing and considering that the time length for releasing the alarming pedal by the driver is equal to the first preset time length. When the driver drives the railway train, the output level signal of the caution pedal is monitored in real time, and the judgment is carried out by the method as long as the high level occurs, namely the driver releases the caution pedal.
After judging whether the time length for releasing the alert pedal by the driver is greater than a first preset time length or not, the method is divided into two conditions. If the time length of releasing the alert pedal by the driver is greater than a first preset time length, executing the following step 102:
step 102: an alarm is given to the cab.
In the case that the driver has not pressed the alert pedal for the first preset time period, it may be that the driver is not attentive or sleepy due to fatigue, and the alarm is given to the cab to remind the driver to wake the driver. The alarm here may be a buzzer provided in the cab. Of course, in order to further enhance the warning effect, a high-brightness indicator lamp may be provided in the cab, and when a warning is given, the buzzer buzzes and the high-brightness indicator lamp is also lighted, and the high-brightness indicator lamp and the buzzer are combined to give an audible and visual warning.
Furthermore, if the driver releases the alert pedal for a period of time less than a first preset period of time, the following step 103 is executed:
step 103: and judging whether the driver performs at least one operation of lighting mode change, horn pressing, driver controller gear shifting and driver controller alert button triggering within a second preset time length.
The step is to judge whether at least one operation of changing the lighting mode, pressing the horn, shifting the driver and triggering the driver warning button is being executed or not if the driver keeps stepping on the warning pedal and does not release the warning pedal all the time or only releases the warning pedal for a time less than a first preset time and then keeps stepping on the warning pedal and does not release the warning pedal.
And if the driver is judged to execute at least one of the operations within the second preset time period, executing the step 101 again. It is obvious that if the driver performs at least one of the above operations within the second preset time period, it can be considered that no accident has occurred, and the railway vehicle is being normally operated while stepping on the alert pedal.
If the driver is judged not to execute any one of the above operations within the second preset time period, executing the following step 104:
step 104: and starting emergency braking.
At this time, the driver keeps stepping on the caution pedal and does not release the caution pedal all the time, or continues stepping on the caution pedal and does not release the caution pedal only after the caution pedal is released for a time length less than a first preset time length, but does not perform other operations on the railway vehicle, and the driver can be regarded as an accident situation. At this time, the emergency brake is activated to cause the railway vehicle to perform the emergency brake, and preferably, at this time, the high-brightness indicator lamp is also turned on.
In addition, in step 101, for the case that the time length of releasing the alert pedal by the driver is equal to the first preset time length, when the driver performs the specific operation, step 102 may be executed, or step 103 may also be executed, which is not particularly limited herein.
The "first preset time period" herein can be flexibly set according to actual needs, for example, the "first preset time period" can be set to 1 second. Further, since the speed of the railway vehicle is not constant during traveling, there is a possibility that the speed varies, and the response time required for the operator to operate the railway vehicle varies even at different speeds, the second predetermined time period has a certain relationship with the time, and generally speaking, the faster the speed of the railway vehicle, the shorter the second predetermined time period. As shown in table one, the corresponding relationship between the speeds and the second preset time duration in the specific operation process is illustrated, and the second preset time duration of the present invention is not limited thereto.
| Speed/km/h | Time/s | Speed/km/h | Time/ |
| 4～32.19 | 13.00 | 65.98 | 6.59 |
| 33.80 | 12.86 | 67.59 | 6.43 |
| 35.41 | 12.27 | 69.20 | 6.28 |
| 37.01 | 11.74 | 70.81 | 6.14 |
| 38.62 | 11.25 | 72.42 | 6.00 |
| 40.23 | 10.80 | 74.03 | 5.87 |
| 41.84 | 10.38 | 75.64 | 5.74 |
| 43.45 | 10.00 | 77.25 | 5.63 |
| 45.06 | 9.64 | 78.86 | 5.51 |
| 46.67 | 9.31 | 80.47 | 5.40 |
| 48.28 | 9.00 | 82.08 | 5.29 |
| 49.89 | 8.71 | 83.69 | 5.19 |
| 51.50 | 8.44 | 85.30 | 5.09 |
| 53.11 | 8.18 | 86.90 | 5.00 |
| 54.72 | 7.94 | 88.51 | 4.91 |
| 56.33 | 7.71 | 90.12 | 4.82 |
| 57.94 | 7.50 | 91.73 | 4.74 |
| 59.55 | 7.30 | 93.34 | 4.66 |
| 61.16 | 7.11 | 94.95 | 4.58 |
| 62.76 | 6.92 | 96.56 | 4.50 |
| 64.37 | 6.75 |
Optionally, the starting of the emergency braking includes the following processes: the high-brightness indicator lamp is normally on when the railway vehicle state relay (normally closed) is switched off, so that a safety loop is disconnected, emergency braking is triggered, and meanwhile, the train is switched off in a traction manner, so that traction unloading is realized.
The method for controlling the alertness of the driver of the railway vehicle comprises the following steps: A) the method comprises the following steps Judging whether the time length for releasing the warning pedal by the driver is greater than a first preset time length or not; B) the method comprises the following steps If the time length of releasing the warning pedal by the driver is longer than a first preset time length, giving an alarm to the cab; C) if the time length of releasing the vigilance pedal by the driver is less than the first preset time length, judging whether the driver performs at least one operation of lighting mode change, pressing a horn, shifting a gear by a driver controller and triggering a vigilance button of the driver controller within the second preset time length; D) if the driver is judged to execute at least one of the operations within a second preset time length, the step A) is executed again; E) if the driver is judged not to execute any one of the operations within the second preset time period, the emergency brake is started. According to the arrangement, when the driver does not step on the vigilant pedal within the first preset time period, the driver is warned; meanwhile, when the driver does not loosen the vigilant pedal after stepping on the vigilant pedal all the time or continues stepping on the vigilant pedal after only loosening the time length less than the first preset time length of the vigilant pedal, whether at least one operation of changing the lighting mode, pressing a horn, shifting gears by a driver controller and triggering the vigilant button of the driver controller is carried out or not is judged, so that the condition that other equivalent operations are carried out when the driver does not operate the vigilant element can be fully considered, and the operation of the driver can be simplified.
Example two
Fig. 2 is a schematic flow chart of a method for controlling the alertness of a driver of a railway vehicle according to a second embodiment of the present invention. The embodiment is further modified and supplementary explanation of the method for controlling the alertness of the driver of the railway vehicle provided by the first embodiment.
Specifically, in step 102, if the time period for releasing the warning pedal by the driver is longer than a first preset time period, the warning is sent to the cab, specifically, the method includes the following steps:
step 201: and sending an alarm to the cab for a third preset time.
Step 202: and judging whether the driver steps on the vigilant pedal within a third preset time length.
If the driver steps on the vigilant pedal within a third preset time period, the step 101 is restarted; if the driver does not press the alert pedal within the third preset time period, step 104 is executed.
In this case, the driver may be inattentive or drowsy due to fatigue if the driver has not depressed the alert pedal for the first predetermined period of time, and the warning is given to the cab for a third predetermined period of time to alert the driver to wake. The "third preset time period" herein can be flexibly set according to actual needs, for example, the "third preset time period" can be set to 2 seconds. In step 202, it is determined whether the driver steps on the vigilant pedal within a third preset time period, and if the driver steps on the vigilant pedal within the third preset time period, it is proved that the driver is not in an accident, and the railway train can be normally operated, and at this time, step 101 is executed again; if the driver does not press the alert pedal within the third preset time period, it is determined that an accident has occurred to the driver, and then step 104 needs to be executed: and starting emergency braking.
Further improvement is made to the above embodiment, wherein in the step 104, if it is determined that the driver does not perform any of the above operations within the second preset time period, the emergency braking is started, specifically including the following steps:
step 301: sending a first alarm with a fourth preset duration to the cab;
step 302: and judging whether the driver releases and presses the alert pedal again or performs at least one operation of lighting mode change, horn pressing, driver gear shifting and driver alert button triggering in the first alarm.
If yes, the process returns to the step 101 of restarting. If the driver does not release and re-depress the alert pedal and does not perform any of the operations of changing the lighting mode, pressing the horn, shifting the driver and triggering the driver alert button within the first warning, step 104 is performed: and starting emergency braking.
Specifically, if it is determined that the driver does not perform any of the above operations within the second preset time period, that is, the driver has not released the warning pedal all the time, or has only released the warning pedal for a time period less than the first preset time period and then has continued to step on the warning pedal without releasing the warning pedal, but has not performed other operations on the railway vehicle within the second preset time period, it can be considered that the driver has an accident, and it may be that the driver is not attentive or sleepy due to fatigue, and at this time, the first alarm of the fourth preset time period is issued to the cab to remind the driver to wake the driver. Then, judging whether the driver releases and presses the alert pedal again or executes at least one operation of changing the lighting mode, pressing a horn, shifting gears by a driver controller and triggering the alert button of the driver controller in the first alarm, if so, proving that the driver has no accident, and can normally operate the railway train, and at the moment, restarting to execute the step 101; if the determination result is negative, it is determined that an accident has occurred to the driver, and at this time, step 104 needs to be executed: and starting emergency braking.
Sometimes, the driver is deep, the first alarm of the fourth preset time period as above is not enough to make the driver awake, and the second stage alarm can be performed according to the requirement. That is, if the driver does not release and re-depress the vigilant pedal and does not perform any one of the operations of changing the lighting mode, pressing the horn, shifting the gear of the driver controller and triggering the vigilant button of the driver controller within the first alarm, the emergency braking is started, further comprising:
if the driver does not release and re-depress the alert pedal and does not perform any of the operations of the lighting mode change, the horn press, the driver gear shift and the driver alert button triggering within the first warning, the following step 303 is performed:
step 303: sending a second alarm with a fifth preset time length to the cab again;
step 304: and judging whether the driver releases and presses the vigilance pedal again or executes at least one operation of lighting mode change, horn pressing, driver gear shifting and driver alarm button triggering in the second alarm.
If yes, re-executing the step 101; if the driver does not release and re-depress the alert pedal and does not perform any of the operations of changing the lighting mode, pressing the horn, shifting the gear of the driver controller and triggering the alert button of the driver controller within the second warning, step 104 is executed to start the emergency braking.
If the driver does not loosen and step on the alert pedal again in the first alarm and does not perform any operation of changing the lighting mode, pressing the horn, shifting the gear of the driver controller and triggering the alert button of the driver controller, that is, the driver does not perform other operations on the railway vehicle within the second preset time period or perform other operations on the railway vehicle within the fourth preset time period, it can be considered that the driver has an accident, and the driver has not yet waken after the first alarm of the fourth preset time period, and at this time, the driver is prompted to be waken by the second alarm of the fifth preset time period. Then, judging whether the driver releases and presses the alert pedal again or executes at least one operation of changing the lighting mode, pressing a horn, shifting gears by the driver controller and triggering the alert button of the driver controller in the second alarm, if so, proving that the driver has no accident, and normally operating the railway train, and at the moment, executing the step 101 again; if the determination result is negative, it is determined that an accident has occurred to the driver, and at this time, step 104 needs to be executed: and starting emergency braking.
The first alarm, the second alarm and the embodiment herein may be similar to those of the embodiment in which a buzzer provided in the cab is buzzed. The high-brightness indicating lamp can be arranged in the cab, when the alarm is carried out, the buzzer buzzes, the high-brightness indicating lamp is also made to emit light, and the high-brightness indicating lamp and the buzzer are combined to carry out sound-light alarm. In addition, the "fourth preset time length" and the "fifth preset time length" may be flexibly set according to actual needs, for example, the "fourth preset time length" and the "fifth preset time length" may be both set to 2.5 seconds.
Optionally, after step 104, the method further includes:
step 401: judging whether the emergency braking time length reaches a sixth preset time length or not, and if the emergency braking time length reaches the sixth preset time length, executing the step 402;
step 402: judging whether the speed of the railway vehicle is 0km/h, if the speed of the railway vehicle is 0km/h, executing a step 403;
step 403: judging whether the control handle is set to be at the position of 0; if the control handle returns to the "0" position, go to step 404;
step 404: the logic time is reset.
Specifically, when the logic of the railway vehicle is triggered to trigger the emergency brake, the high-brightness indicator lamp is lightened, and the logic time can be reset only when the following three conditions are met simultaneously:
1. the emergency braking time reaches a sixth preset time length;
2. the direction handle and the traction handle return to the 0 position;
3. the vehicle speed was 0 km/h.
After the system logic time is reset, the highlight indicator lamp is turned off, and the railway vehicle is recovered to be normal.
More specifically, as shown in fig. 2, after step 104, step 401 is performed: judging whether the duration of emergency braking reaches a sixth preset duration, if the duration of emergency braking does not reach the sixth preset duration, returning to the step 104, and executing the step 402 until the duration of emergency braking reaches the sixth preset duration: judging whether the speed of the railway vehicle is 0km/h or not; if the speed of the railway vehicle is greater than 0km/h, returning to the step 104: the emergency braking is started, and the step 403 is not executed until the speed of the railway vehicle is 0 km/h: judging whether the control handle returns to the 0 position or not; if the control handle is not returned to the "0" position, the step 104 is returned: the emergency brake is activated until the control handle returns to "0" position, and step 404 is not performed: the logic time is reset.
Optionally, before step 101, the following step 502 is further included:
step 502: judging whether the brake pressure of the railway vehicle is less than the preset pressure or not;
if the pressure is less than the predetermined pressure, step 503 is executed.
Step 503: judging whether a system fault exists or not;
the system failure includes at least: the method comprises the following steps that the speed of a vehicle cannot be obtained, alternating current power supply is lost, direction signals appear in front and at the back simultaneously, and a driver key is activated and a fire alarm occurs simultaneously; if it is determined that there is no system fault, step 101 is executed. If the system fault is determined to exist, step 504 is executed.
Step 504: sending an alarm to the cab for a seventh preset time, and continuing to execute the step 104 after the step 504: and starting emergency braking. If the braking pressure is greater than the preset pressure in step 502, step 505 is executed.
Step 505: and starting a suppression system, wherein the suppression system is used for suppressing the railway vehicle from executing the vigilance control.
In the prior art alert control method, the brake pressure of the railway vehicle and the major system failure are not fully considered, and whether the brake pressure meets the emergency braking requirement or not cannot be determined when the system fails. On the other hand, when the air brake pressure is determined with priority at the time of starting the railway vehicle as in the present embodiment, it is possible to ensure that the railway vehicle can be safely braked when there is a serious failure in the system, and the safety of the railway vehicle is ensured.
In addition, the "sixth preset time period" and the "seventh preset time period" may be flexibly set according to actual needs, for example, the "sixth preset time period" may be set to 30 seconds, and the "seventh preset time period" may be set to 20 seconds. Whereas the preset pressure is typically set to 1.76 Bar. In addition, the time for setting the "seventh preset time period" herein enables the driver to brake the railway vehicle before the railway vehicle enters a safe state, i.e., the emergency brake is started, and prevents the emergency brake after the "seventh preset time period" from damaging the operating mechanism or causing the passenger to fall down.
Optionally, before step 502, the following step 501 is further included:
step 501: judging whether the speed of the railway vehicle is greater than a preset speed or not; if the speed of the railway vehicle is higher than the preset speed, step 502 is executed, if the speed of the railway vehicle is lower than the preset speed, step 505 is executed, and after step 505 is executed, the process returns to step 501.
According to the railway vehicle driver alert control method, after the motor train unit is started, the brake pressure and major system fault judgment is firstly carried out, the train brake system is ensured to meet the train brake requirement, meanwhile, other operations carried out by the driver except for operating the alert control element are fully considered, the situation that the driver needs to carry out alert control element operation in the processes of lighting mode changing, horn pressing, driver controller gear shifting and driver controller alert button triggering is avoided, and the method is more humanized. Meanwhile, the high-brightness indicating lamp is added on the basis that the buzzer is only used originally, so that the alarming strength of a driver is enhanced in the process that the buzzer is in failure and has relatively large noise or the driver drives at night, the situation that the driver does not hear the alarming sound and does not operate within a specified time, the railway vehicle enters an emergency braking state, and unnecessary loss and influence are caused to operation.
EXAMPLE III
Fig. 3 is a schematic flow chart of a method for controlling the alertness of a railway vehicle driver according to a third embodiment of the present invention.
This embodiment is a further improvement of the method for controlling the alertness of the driver of the railway vehicle according to the second embodiment. As shown in fig. 3, the present embodiment is different from the second embodiment in that:
in step 103, it is determined whether the driver performs at least one of the operations of changing the lighting mode, pressing the horn, shifting the gear of the driver controller, and triggering the alert button of the driver controller within a second preset time period, if yes, step 501 is performed: and judging whether the speed of the railway vehicle is greater than the preset speed or not.
In step 302, it is determined whether the driver releases and presses the vigilant pedal again or performs at least one of the operations of changing the lighting mode, pressing the horn, shifting the driver and triggering the vigilant button of the driver in the first warning, and if yes, step 501 is executed: and judging whether the speed of the railway vehicle is greater than the preset speed or not.
In step 304, it is determined whether the driver releases and re-depresses the vigilant pedal or performs at least one of the operations of changing the lighting mode, pressing the horn, shifting the driver and triggering the driver alert button within the second warning, and if yes, step 501 is executed: and judging whether the speed of the railway vehicle is greater than the preset speed or not.
That is, when the driver can normally operate the railway train without any accident in the case of yes judgment in step 103, step 302, and step 304, step 501 is executed again to judge whether or not to perform the alert control. The remaining steps are the same as those in the embodiment, and are not described herein again.
Example four
Fig. 4 is a schematic structural diagram of a railway vehicle driver alert control system according to a fourth embodiment of the present invention.
The railway vehicle driver alert control system may perform the railway vehicle driver alert control method of any of the above embodiments of the present invention.
As shown in fig. 4, the railway vehicle driver alert control system of the present embodiment includes: the central control unit 1, a control panel 2, a caution pedal 3, an air-driver caution button 21, an illuminating lamp button 22, a horn button 23, a driver gear 24, a highlight indicator lamp 4 and a buzzer 5 which are positioned in a cab, wherein the central control unit 1 is connected with the control panel 2, the air-driver caution button 21, the illuminating lamp button 22, the horn button 23 and the driver gear 24 are arranged on the control panel 2, and the central control unit 1 is used for controlling whether the railway vehicle is emergently braked according to the operation of the caution pedal 3 and the control panel 2 by a driver.
Specifically, the operation of the vigilant pedal 3 by the driver includes depressing the vigilant pedal 3 and raising the vigilant pedal 3. The operation of the control dial 2 by the driver includes: at least one of operating the light button 22 to effect a lighting pattern change, operating the horn button 23 to activate the horn, operating the driver gear 24 to effect a driver shift, and operating the driver alert button 21 to trigger a driver alert button. The central control unit 1 is specifically configured to control whether the railway vehicle is braked urgently according to the operation of the warning pedal 3 and the control panel 2 by the driver.
More specifically, the central control unit 1 determines whether the time period for releasing the warning pedal 3 by the driver is longer than a first preset time period; if the time length for releasing the warning pedal 3 by the driver is longer than a first preset time length, giving an alarm to the cab; if the time length for releasing the vigilance pedal 3 by the driver is less than the first preset time length, judging whether the driver performs at least one operation of lighting mode change, horn pressing, driver gear shifting and driver alertness button triggering within the second preset time length; if the driver is judged to execute at least one of the operations within the second preset time length, whether the time length for releasing the caution pedal 3 by the driver is longer than the first preset time length is judged again; and if the driver is judged not to execute any one of the operations within the second preset time length, starting emergency braking.
Optionally, the central control unit 1 is configured to perform warning reminding according to operations of a driver on a warning pedal and a control panel, and apply emergency braking to the railway vehicle after the warning fails.
The alarm here may be a buzzer provided in the cab. Of course, in order to further enhance the warning effect, a high-brightness indicator lamp may be provided in the cab, and when a warning is given, the buzzer buzzes and the high-brightness indicator lamp is also lighted, and the high-brightness indicator lamp and the buzzer are combined to give an audible and visual warning. In addition, the buzzer buzzing time length and frequency and the high-brightness indicator light alarming time length and frequency can be flexibly set according to actual needs.
In addition, the emergency braking specifically means that the railway vehicle enters a safe state, namely the central control unit 1 controls a state relay (normally closed) to be switched off, a safety loop is switched off, and accordingly the emergency braking is triggered, and at the moment, the train is pulled to be switched off, and the traction is unloaded.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.
Claims (9)
1. A railway vehicle driver alert control method is characterized by comprising the following steps:
A) the method comprises the following steps Judging whether the time length for releasing the warning pedal by the driver is greater than a first preset time length or not;
B) the method comprises the following steps If the time length of releasing the warning pedal by the driver is longer than the first preset time length, giving an alarm to a cab;
if the time length of releasing the warning pedal by the driver is longer than the first preset time length, sending an alarm with a third preset time length to the cab;
judging whether the driver steps on a warning pedal within the third preset time length, and if the driver steps on the warning pedal within the third preset time length, executing the step A again); if the driver does not step on the alert pedal within the third preset time length, starting emergency braking;
C) the method comprises the following steps If the time length for releasing the vigilance pedal by the driver is less than the first preset time length, judging whether the driver performs at least one operation of lighting mode change, horn pressing, driver gear shifting and driver alarm button triggering within a second preset time length;
D) the method comprises the following steps If the driver is judged to execute at least one of the operations within the second preset time length, executing the step A again);
E) the method comprises the following steps And if the driver is judged not to execute any one of the operations within the second preset time, starting emergency braking.
2. A railway vehicle driver alert control method as in claim 1, wherein the step E) comprises:
if the driver is judged not to execute any one of the operations within the second preset time, a first alarm of a fourth preset time is sent to the cab;
judging whether a driver looses and re-steps on a vigilant pedal or executes at least one operation of lighting mode change, horn pressing, driver controller gear shifting and driver controller vigilant button triggering in the first alarm, and if yes, executing the step A again);
and if the driver does not loosen and step on the alert pedal again in the first alarm and does not perform any one of the operations of changing the lighting mode, pressing a horn, shifting gears of the driver controller and triggering the alert button of the driver controller, starting emergency braking.
3. The method of claim 2, wherein said initiating emergency braking if the driver does not release and re-depress the alert pedal and does not perform any of a change in lighting pattern, horn actuation, driver gear shift, and driver alert button activation within the first warning comprises:
if the driver does not loosen and step on the vigilant pedal again in the first alarm and does not perform any one of the operations of changing the lighting mode, pressing a horn, shifting gears of the driver controller and triggering the vigilant button of the driver controller, sending a second alarm with a fifth preset duration to the cab again;
judging whether the driver releases and presses down the vigilance pedal again or executes at least one operation of lighting mode change, horn pressing, driver controller gear shifting and driver controller vigilance button triggering in the second alarm, and if so, executing the step A again;
and if the driver does not loosen and step on the alert pedal again in the second alarm and does not perform any one of the operations of changing the lighting mode, pressing a horn, shifting gears of the driver controller and triggering the alert button of the driver controller, starting emergency braking.
4. The railway vehicle operator alert control method as in claim 1, further comprising, after the step E):
judging whether the duration of emergency braking reaches a sixth preset duration or not;
if the emergency braking duration reaches the sixth preset duration, judging whether the speed of the railway vehicle is 0 km/h;
if the speed of the railway vehicle is 0km/h, judging whether the control handle is set to be 0;
and if the control handle returns to the '0' position, resetting the logic time.
5. The railway vehicle operator alert control method as in claim 4, further comprising, after the step E):
if the emergency braking time does not reach the sixth preset time, continuing the emergency braking until the emergency braking time reaches the sixth preset time, and judging whether the speed of the railway vehicle is 0 km/h;
or further comprising:
if the speed of the railway vehicle is greater than 0km/h, continuing emergency braking until the speed of the railway vehicle is 0km/h, and judging whether the control handle returns to the position of 0;
or further comprising:
and if the control handle does not return to the '0' position, continuing emergency braking until the logic time is reset when the control handle returns to the '0' position.
6. A method of railway vehicle operator alert control according to any of claims 1 to 5, further comprising prior to step A):
judging whether the brake pressure of the railway vehicle is less than the preset pressure or not;
if the pressure is smaller than the preset pressure, judging whether a system fault exists, wherein the system fault at least comprises the following steps: the method comprises the following steps that the speed of a vehicle cannot be obtained, alternating current power supply is lost, direction signals appear in front and at the back simultaneously, and a driver key is activated and a fire alarm occurs simultaneously;
and if the system fault does not exist, executing the step A).
7. The railway vehicle driver alert control method as in claim 6, further comprising:
and if the system fault exists, sending an alarm with a seventh preset time length to the cab, and starting emergency braking.
8. The method of claim 6, wherein before determining whether the rail vehicle brake pressure is less than the predetermined pressure, further comprising:
judging whether the speed of the railway vehicle is greater than a preset speed or not;
if the speed of the railway vehicle is greater than the preset speed, judging whether the braking pressure of the railway vehicle is less than the preset pressure;
and if the speed of the railway vehicle is less than the preset speed, starting a suppression system, wherein the suppression system is used for suppressing a central control unit of the railway vehicle from executing vigilance control.
9. A railway vehicle operator alert control system, the system comprising: the central control unit is connected with the control panel, the air-break warning button, the illuminating lamp button, the horn button and the driver controller gear are arranged on the control panel, and the central control unit is used for controlling whether the railway vehicle is subjected to emergency braking according to the operation of a driver on the warning pedal and the control panel, so that the railway vehicle driver warning control method as claimed in any one of claims 1 to 8 is realized.
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| CN112339798A (en) * | 2019-08-07 | 2021-02-09 | 株洲中车时代电气股份有限公司 | Warning method and device for rail transit vehicle |
| CN112977540A (en) * | 2021-02-08 | 2021-06-18 | 中车青岛四方机车车辆股份有限公司 | Alarm control method and device for rail train |
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