CN110712657A - Train auxiliary relieving system based on TCMS control and control method - Google Patents
Train auxiliary relieving system based on TCMS control and control method Download PDFInfo
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- CN110712657A CN110712657A CN201910991478.8A CN201910991478A CN110712657A CN 110712657 A CN110712657 A CN 110712657A CN 201910991478 A CN201910991478 A CN 201910991478A CN 110712657 A CN110712657 A CN 110712657A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
- B61H11/06—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
Abstract
The invention relates to a train auxiliary relieving system and a train auxiliary relieving method based on TCMS control, which comprises a relieving signal input unit, a relieving signal processing unit, a plurality of hydraulic braking units, a plurality of auxiliary relieving units and a plurality of remote input and output units for relieving signal transmission between the signal processing unit and the auxiliary relieving units, wherein the relieving signal input unit is used for inputting a relieving signal; the relieving signal is input through the relieving signal input unit, and after the relieving signal enters the relieving signal processing unit for processing, the signal is input to the auxiliary relieving unit through the remote input and output unit, and the auxiliary relieving unit receives the signal to execute the work of relieving the hydraulic braking unit; the relieving signal processing unit judges whether relieving operation can be carried out or not. Through the use of the system and the control method, buttons on a driver platform are reduced, and the hydraulic braking unit can be relieved according to specific vehicle conditions by relieving the use of the signal processing unit, so that the occurrence of vehicle sliding accidents is prevented, the control efficiency is improved, and the safety risk is reduced.
Description
Technical Field
The invention relates to the technical field of rail transit vehicles, in particular to a train auxiliary relieving system and a train auxiliary relieving control method based on TCMS control, and the train auxiliary relieving system and the train auxiliary relieving control method are particularly suitable for passive clamp relieving control.
Background
With the vigorous development of urban rail transit vehicle technology, the tramcar has new technologies of power supply, energy storage, braking and the like, and is popular and accepted in areas with medium and low traffic volume. The space under the tramcar is limited, and the passive hydraulic braking unit has the advantages of small volume, capability of ensuring safe braking when an oil way is leaked, application of maximum mechanical braking force during train dormancy and the like, so that the passive hydraulic braking equipment is applied more generally.
The auxiliary relieving unit is a hydraulic unit which uses an auxiliary power supply to relieve braking of a hydraulic braking system, is applied to control or rescue when a vehicle loses own pressure control, and generally adopts an electric auxiliary relieving unit (EDHL) in order to quickly relieve a fault braking clamp and reduce operation delay time.
At present, the domestic rail transit vehicles respectively control each auxiliary relieving device through a plurality of buttons arranged in a cab through hard wires, the control mode is fixed, and more train lines and buttons occupy limited cab operation panel space and increase the failure rate; while there is a roll-over risk if multiple hydraulic brake units are relieved.
Disclosure of Invention
The technical problem to be solved by the invention is to provide a train auxiliary relieving system and a train auxiliary relieving control method based on TCMS control, which can improve the control efficiency, reduce the use of buttons and avoid the risk of train sliding.
The technical scheme adopted by the invention for solving the technical problems is as follows: a train auxiliary relieving system based on TCMS control comprises a relieving signal input unit for inputting relieving signals, a relieving signal processing unit for processing the relieving signals, a plurality of hydraulic braking units for braking a train, a plurality of auxiliary relieving units for relieving the hydraulic braking units and a plurality of remote input and output units for relieving signal transmission between the signal processing units and the auxiliary relieving units; the relieving signal is input through the relieving signal input unit, and after the relieving signal enters the relieving signal processing unit for processing, the signal is input to the auxiliary relieving unit through the remote input and output unit, and the auxiliary relieving unit receives the signal to execute the work of relieving the hydraulic braking unit; the relieving signal processing unit judges whether relieving operation can be carried out or not.
Further specifically, the mitigation signal input unit is a touch screen, and the remote input/output unit is a RIOM module.
Further specifically, the train assist system of alleviating include reserve input unit, reserve input unit including setting up the cable in the train, supplementary signal input part of alleviating the unit connect on the cable train cab in set up the manual button of alleviating, cable and each assist and alleviate the unit and all form the return circuit, the manual button setting of alleviating be used for controlling opening and closing of reserve input unit on the cable.
Further specifically, a first anti-reverse diode is arranged at a position, close to the manual release button, of the cable, and a second anti-reverse diode is arranged between the cable and the release signal input end.
Further specifically, the auxiliary relieving units, the remote input and output units and the hydraulic brake units are equal in number, and one auxiliary relieving unit, one remote input and output unit and one hydraulic brake unit work in a group.
A control method of the train auxiliary relieving system comprises the following steps:
s1, selecting a fault hydraulic brake unit needing to be relieved, inputting a relieving signal through a relieving signal input unit, and transmitting the relieving signal to a relieving signal processing unit;
s2, the relieving signal processing unit processes the relieving signal through calculation, judges whether the relieving signal can be relieved or not, and sends the relieving signal to the remote input and output unit through the TCMS if the relieving signal can be relieved; if the release cannot be realized, displaying the data through a display screen;
s3, the remote input and output unit transmits the relieving signal to the auxiliary relieving unit, and the auxiliary relieving unit relieves the hydraulic brake unit from stopping braking;
s4, the auxiliary relieving unit transmits the auxiliary relieving success signal to the remote input and output unit, the remote input and output unit sends the relieving success signal to the relieving signal processing unit through the TCMS, and the signal is displayed through the display screen after being processed.
More specifically, the method for performing calculation processing and judgment in step S2 includes:
s21, first, the total parking braking force F when the hydraulic brake units are all normally operated is calculatedtotalThe formula is as follows, Ftotal＝∑FnWherein n is the serial number of the hydraulic brake unit in the train;
s22, calculating the minimum parking brake force F required when the train is still according to the state value of the trainreqThe formula is as follows,
Freqm × sin α × g; wherein M is the real-time load mass of the train, alpha is the real-time gradient angle of the train track, and g is the gravity coefficient;
s23, selecting the hydraulic brake unit to be relieved, and calculating the real-time parking brake force F, wherein the formula is as followstotal-Fn；
S24, setting the real-time parking braking force F and the minimum parking braking force FreqFor comparison, if F > FreqIf the value is less than the threshold value, the value is assigned to FtotalMeanwhile, returning to the step S23 to perform the relief calculation of the next hydraulic brake unit until all the calculations are completed; if F is less than FreqThen, it is indicated that the mitigation is not possible and a signal that the mitigation is not possible is output.
More specifically, the method for performing calculation processing and judgment in step S2 includes:
s21, first, the total parking braking force F when the hydraulic brake units are all normally operated is calculatedtotalThe formula is as follows, Ftotal＝∑FnWherein n is the serial number of the hydraulic brake unit in the train;
s22, calculating the train according to the state value of the trainMinimum parking brake force F required when the vehicle is stationaryreqThe formula is as follows,
Freqm × sin α × g; wherein M is the real-time load mass of the train, alpha is the real-time gradient angle of the train track, and g is the gravity coefficient;
s23, selecting a plurality of fault hydraulic brake units needing to be relieved, and calculating real-time parking brake force F, wherein the formula is as followstotal-∑FXWherein X is the number of the fault hydraulic brake unit;
s24, setting the real-time parking braking force F and the minimum parking braking force FreqFor comparison, if F > FreqIf so, indicating that the release can be realized, and outputting a release signal; if F is less than FreqIf the calculation is completed, and a fault hydraulic unit is removed, and the step S23 is returned to perform the calculation for relieving the fault hydraulic brake unit.
More specifically, before step S4, it is determined whether the auxiliary mitigating unit succeeds in mitigating, and if the mitigating unit succeeds in mitigating, step S4 is executed; if the release is failed, the auxiliary release unit transmits an auxiliary release failure signal to the remote input/output unit, the remote input/output unit sends the release failure signal to the release signal processing unit through the TCMS, and the release failure signal is displayed through the display screen after being processed.
A control method of the train auxiliary relieving system comprises a special mode, wherein the special mode is that a relieving signal is input through a relieving signal input unit, a TCMS transmits the relieving signal to all remote input and output units, the remote input and output units output the relieving signal to the auxiliary relieving unit, and the auxiliary relieving unit relieves a hydraulic brake unit.
The invention has the beneficial effects that: through the use of the system and the control method, the use of buttons on the driver platform can be reduced, and other equipment can be installed in the reserved space; through the use of alleviating signal processing unit, can alleviate hydraulic braking unit according to concrete vehicle conditions, prevent the occurence of failure of swift current car, improve control efficiency, reduce the safety risk.
Drawings
FIG. 1 is a block diagram of the train assistance mitigation system of the present invention;
FIG. 2 is a circuit schematic of the spare input cell of the present invention;
FIG. 3 is a schematic flow chart of a control method of the present invention;
FIG. 4 is a flowchart illustrating a first calculation process and judgment in step S2 of the control method according to the present invention;
fig. 5 is a flowchart illustrating the second calculation process and judgment in step S2 according to the control method of the present invention.
Detailed Description
The present invention will be described in detail below with reference to the accompanying drawings.
As shown in fig. 1, a train auxiliary relieving system based on TCMS control includes a relieving signal input unit for inputting a relieving signal, a relieving signal processing unit for processing the relieving signal, a plurality of hydraulic brake units for braking a train, a plurality of auxiliary relieving units for relieving the hydraulic brake units, and a plurality of remote input/output units for relieving signal transmission between the signal processing unit and the auxiliary relieving units; the relieving signal is input through the relieving signal input unit, and after the relieving signal enters the relieving signal processing unit for processing, the signal is input to the auxiliary relieving unit through the remote input and output unit, and the auxiliary relieving unit receives the signal to execute the work of relieving the hydraulic braking unit; the relieving signal processing unit judges whether relieving operation can be carried out or not. The relieving signal input unit can be a button, a keyboard, a touch screen or a mouse and the like, the touch screen is adopted in the scheme, the touch screen can realize input and output, the relieving signal processing unit is integrated in a central processing unit (CCU), the remote input and output unit adopts a RIOM module, an auxiliary relieving unit, a remote input and output unit and a hydraulic braking unit work in a group, and the auxiliary relieving unit, the remote input and output unit and the hydraulic braking unit are equal in number; in fig. 1, MC1 and MC2 both represent the car heads, and T represents the middle car.
Meanwhile, when the system is damaged, the system can be realized by adding hard-line control, as shown in fig. 2, the train auxiliary relieving system further comprises a standby input unit, the standby input unit comprises a cable arranged in a train, a relieving signal input end a of the auxiliary relieving unit is connected to the cable, a manual relieving button K is arranged in the train cab, the cable and each auxiliary relieving unit form a loop, and the manual relieving button K is arranged on the cable and used for controlling the standby input unit to be turned on and off; manual quick input is realized through the standby input unit, and all the auxiliary relieving units are controlled to relieve the hydraulic braking unit; a first anti-reverse diode D1 is arranged at the position, close to the manual release button K, of the cable, and a second anti-reverse diode D2 is arranged between the cable and the release signal input end a; in fig. 2, b is the feedback of the release success or failure signal, c is connected with the positive pole of the power supply, and d is connected with the negative pole of the power supply.
Based on the above system, as shown in fig. 3, the control method comprises the following steps:
s1, selecting the fault hydraulic brake unit to be relieved through the touch screen, selecting one or more times, inputting a relieving signal through a relieving signal input unit (touch screen), and transmitting the relieving signal to a relieving signal processing unit for signal processing through a TCMS system of the train.
S2, the relieving signal processing unit processes the relieving signal through calculation, judges whether the relieving signal can be relieved or not, and sends the relieving signal to the RIOM module through the TCMS if the relieving signal can be relieved; if the condition cannot be relieved, displaying through the touch screen;
s3, when the safety brake can be released, the RIOM module transmits the release signal to the auxiliary release unit, the auxiliary release unit releases the hydraulic brake unit to stop braking, and the phenomenon of train sliding cannot occur at the moment, so that the safety performance of the train is improved.
S4, the auxiliary relieving unit transmits the auxiliary relieving success signal to the RIOM module, the RIOM module sends the relieving success signal to the relieving signal processing unit through the TCMS, and the relieving success signal is displayed through the touch screen after being processed.
As shown in fig. 4, there are two ways of calculation processing and judgment, the first way includes the following steps:
s21, firstly, countingCalculating the total parking brake force F when the hydraulic brake unit is fully workingtotalIt is only necessary to sum the hydraulic braking forces generated by each hydraulic brake unit, and the formula is as follows, Ftotal＝∑FnWherein n is the number of the hydraulic brake units in the train, if the braking force of each hydraulic brake unit is different, the number and the braking force of each hydraulic brake unit need to be added, and the total parking braking force F of the train can not be changed because the number and the braking force of the hydraulic brake units of each train are not changedtotalThe calculation can be carried out after the train leaves the factory.
S22, calculating the minimum parking brake force F required when the train is still according to the state value of the trainreqThe formula is as follows,
Freqm × sin α × g; wherein M is the real-time load mass of the train, alpha is the real-time gradient angle of the train track, and g is the gravity coefficient; the real-time load-bearing quality of the train needs to be determined according to the self weight of the train in a stopped state, the real-time gradient angle of the train track can be read and input according to an inclination angle sensor installed in the train, if the inclination angle sensor is not installed in the train, a fixed gradient value is set in the system, and the gradient value is the maximum gradient value of the whole train track.
S23, selecting the hydraulic brake unit to be relieved, and calculating the real-time parking brake force F, wherein the formula is as followstotal-Fn；。
S24, setting the real-time parking braking force F and the minimum parking braking force FreqFor comparison, if F > FreqIf so, the release can be realized, at the moment, a release signal is output to the RIOM module, and at the moment, the numerical value of F is assigned to FtotalMeanwhile, returning to the step S23 to perform the relief calculation of the next hydraulic brake unit until all the calculations are completed; if F is less than FreqAnd if so, indicating that the release cannot be realized, and transmitting the non-release signal to the touch screen through the TCMS for displaying and reminding.
The second method shown in fig. 5 comprises the following steps:
s21, first, the total parking braking force F when the hydraulic brake units are all normally operated is calculatedtotalThe formula is as follows, Ftotal＝∑FnWherein n is the serial number of the hydraulic brake unit in the train;
s22, calculating the minimum parking brake force F required when the train is still according to the state value of the trainreqThe formula is as follows,
Freqm × sin α × g; wherein M is the real-time load mass of the train, alpha is the real-time gradient angle of the train track, and g is the gravity coefficient;
s23, selecting a plurality of fault hydraulic brake units needing to be relieved, and calculating real-time parking brake force F, wherein the formula is as followstotal-∑FXWherein X is the number of the fault hydraulic brake unit;
s24, setting the real-time parking braking force F and the minimum parking braking force FreqFor comparison, if F > FreqIf so, the data can be relieved, and a relieving signal is output to the RIOM module; if F is less than FreqIf the calculation is completed, and a fault hydraulic unit is removed, and the step S23 is returned to perform the calculation for relieving the fault hydraulic brake unit.
Since the control method does not feed back the release failure, based on the method, it is necessary to determine whether the release of the hydraulic brake unit is successful before step S4, and if the release is successful, step S4 is performed; if the alleviation fails, the RIOM module transmits an auxiliary alleviation failure signal to the RIOM module, the RIOM module sends the alleviation failure signal to the alleviation signal processing unit through the TCMS, and the alleviation failure signal is displayed through the touch screen after being processed.
Under the system and the control method, a special mode is set, as shown in fig. 3, the special mode is a one-key relieving of all the hydraulic brake units, and the relieving is performed in two modes in the scheme, wherein the first mode is directly controlled by a TCMS (train control system), a relieving signal is input through a relieving signal input unit, the TCMS transmits the relieving signal to all RIOM modules, the RIOM modules output the relieving signal to an auxiliary relieving unit, and the auxiliary relieving unit relieves the hydraulic brake units; and secondly, through cable direct control, a cable loop is electrified by closing a manual release button on the driver platform, and all corresponding auxiliary release units work to release the corresponding hydraulic brake units.
In conclusion, through the use of the system and the control method, the relief control of the fault hydraulic control unit is realized, the vehicle sliding can be avoided according to the actual situation, and the safety performance is improved; and meanwhile, the two modes of the special mode realize the control of double effects, and when one mode is damaged, the other mode can continue to work.
It is to be emphasized that: the above embodiments are only preferred embodiments of the present invention, and are not intended to limit the present invention in any way, and all simple modifications, equivalent changes and modifications made to the above embodiments according to the technical spirit of the present invention are within the scope of the technical solution of the present invention.
Claims (10)
1. A train auxiliary relieving system based on TCMS control is characterized by comprising a relieving signal input unit for inputting relieving signals, a relieving signal processing unit for processing the relieving signals, a plurality of hydraulic braking units for braking a train, a plurality of auxiliary relieving units for relieving the hydraulic braking units and a plurality of remote input and output units for relieving signal transmission between the signal processing units and the auxiliary relieving units; the relieving signal is input through the relieving signal input unit, and after the relieving signal enters the relieving signal processing unit for processing, the signal is input to the auxiliary relieving unit through the remote input and output unit, and the auxiliary relieving unit receives the signal to execute the work of relieving the hydraulic braking unit; the relieving signal processing unit judges whether relieving operation can be carried out or not.
2. The TCMS-control-based train auxiliary mitigation system of claim 1, wherein the mitigation signal input unit is a touch screen and the remote input/output unit is a RIOM module.
3. The TCMS-control-based train auxiliary mitigation system according to claim 1, wherein the train auxiliary mitigation system comprises a standby input unit, the standby input unit comprises a cable arranged in a train, a mitigation signal input end of the auxiliary mitigation unit is connected to the cable, a manual mitigation button is arranged in the train cab, and the manual mitigation button is connected to the cable to form a loop.
4. The TCMS-control-based train auxiliary mitigation system of claim 3, wherein a first anti-reverse diode is disposed on the cable near the manual mitigation button, and a second anti-reverse diode is disposed between the cable and the mitigation signal input.
5. The TCMS control-based train auxiliary mitigation system of claim 1, wherein the number of auxiliary mitigation units, remote input and output units and hydraulic brake units is equal, wherein one auxiliary mitigation unit, one remote input and output unit and one hydraulic brake unit work as a group.
6. A control method of the train auxiliary mitigation system of claim 1, wherein the steps of the control method are as follows:
s1, selecting a fault hydraulic brake unit needing to be relieved, inputting a relieving signal through a relieving signal input unit, and transmitting the relieving signal to a relieving signal processing unit;
s2, the relieving signal processing unit processes the relieving signal through calculation, judges whether the relieving signal can be relieved or not, and sends the relieving signal to the remote input and output unit through the TCMS if the relieving signal can be relieved; if the release cannot be realized, displaying the data through a display screen;
s3, the remote input and output unit transmits the relieving signal to the auxiliary relieving unit, and the auxiliary relieving unit relieves the hydraulic brake unit from stopping braking;
s4, the auxiliary relieving unit transmits the auxiliary relieving success signal to the remote input and output unit, the remote input and output unit sends the relieving success signal to the relieving signal processing unit through the TCMS, and the signal is displayed through the display screen after being processed.
7. The method for controlling a train assistance mitigation system according to claim 6, wherein the calculation processing and determination method in step S2 is:
s21, first, the total parking braking force F when the hydraulic brake units are all normally operated is calculatedtotalThe formula is as follows, Ftotal＝∑FnWherein n is the serial number of the hydraulic brake unit in the train;
s22, calculating the minimum parking brake force F required when the train is still according to the state value of the trainreqThe formula is as follows,
Freqm × sin α × g; wherein M is the real-time load mass of the train, alpha is the real-time gradient angle of the train track, and g is the gravity coefficient;
s23, selecting the hydraulic brake unit to be relieved, and calculating the real-time parking brake force F, wherein the formula is as followstotal-Fn；
S24, setting the real-time parking braking force F and the minimum parking braking force FreqFor comparison, if F > FreqIf the value is less than the threshold value, the value is assigned to FtotalMeanwhile, returning to the step S23 to perform the relief calculation of the next hydraulic brake unit until all the calculations are completed; if F is less than FreqThen, it is indicated that the mitigation is not possible and a signal that the mitigation is not possible is output.
8. The method for controlling a train assistance mitigation system according to claim 6, wherein the calculation processing and determination method in step S2 is:
s21, first, the total parking braking force F when the hydraulic brake units are all normally operated is calculatedtotalThe formula is as follows, Ftotal＝∑FnWherein n is the serial number of the hydraulic brake unit in the train;
s22, calculating the minimum parking brake force F required when the train is still according to the state value of the trainreqThe formula is as follows,
Freqm × sin α × g; wherein M is the real-time load mass of the train, alpha is the real-time gradient angle of the train track, and g is the gravity coefficient;
s23, selecting a plurality of fault hydraulic brake units needing to be relieved, and calculating real-time parking brake force F, wherein the formula is as followstotal-∑FXWherein X is the number of the fault hydraulic brake unit;
s24, setting the real-time parking braking force F and the minimum parking braking force FreqFor comparison, if F > FreqIf so, indicating that the release can be realized, and outputting a release signal; if F is less than FreqIf the calculation is completed, and a fault hydraulic unit is removed, and the step S23 is returned to perform the calculation for relieving the fault hydraulic brake unit.
9. The method for controlling the train auxiliary mitigation system of claim 6, wherein it is determined whether the auxiliary mitigation unit is successfully mitigated before the step S4, and if the mitigation is successfully mitigated, the step S4 is executed; if the release is failed, the auxiliary release unit transmits an auxiliary release failure signal to the remote input/output unit, the remote input/output unit sends the release failure signal to the release signal processing unit through the TCMS, and the release failure signal is displayed through the display screen after being processed.
10. A control method of the train auxiliary release system according to claim 1, wherein the system includes a special mode in which the release signal is inputted through the release signal input unit, the TCMS transmits the release signal to all the remote input and output units, the remote input and output units output the release signal to the auxiliary release unit, and the auxiliary release unit releases the hydraulic brake unit.
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