CN111055858A - CTCS-2 level vehicle-mounted control equipment control method and equipment - Google Patents
CTCS-2 level vehicle-mounted control equipment control method and equipment Download PDFInfo
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- CN111055858A CN111055858A CN201911417298.5A CN201911417298A CN111055858A CN 111055858 A CN111055858 A CN 111055858A CN 201911417298 A CN201911417298 A CN 201911417298A CN 111055858 A CN111055858 A CN 111055858A
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- locomotive
- braking
- brake
- control unit
- running state
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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
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0212—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory
- G05D1/0223—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory involving speed control of the vehicle
Abstract
The CTCS-2 level vehicle-mounted control equipment control method and equipment comprise the following steps: different contextual models are preset in a main control unit, and a brake priority control mode corresponding to each contextual model is set according to locomotive running state data corresponding to each contextual model, wherein the brake priority control mode comprises a machine control priority brake mode and a human control priority brake mode; when the locomotive running state data is changed, the scene mode is converted into another scene mode, and the main control unit judges the brake priority control mode corresponding to the scene mode and performs brake control according to the current brake priority control mode. Various contextual models are preset, and different braking operations can be switched according to different contextual models; the invention can effectively perform anti-slip operation.
Description
Technical Field
The invention relates to a CTCS device, in particular to a CTCS-2 train control vehicle-mounted device and a control method.
Background
The train operation control system (train control system) is a technical method for ensuring the train to operate according to space interval control, is realized by controlling the train operation speed, is core technical equipment for ensuring the railway operation safety and improving the operation efficiency, and is an important component of a railway signal system.
In 2004, the original Ministry of railways released "summary of CTCS technical code (provisional) (science and technology operational letter [ 2004 ]" 14 "), indicating that train control systems of China train operation railways are divided into 5 grades (CTCS-0 to CTCS-4). The technical management regulations of railways (high-speed railway parts) (TG/01-2014) also define that the equipment level of the train control system is selected according to the allowable speed of a line, a CTCS-2-level train control system is adopted for railways below 250km/h, a CTCS-3-level train control system is preferably adopted for railways below 250km/h, and a CTCS-3-level train control system is adopted for railways of 300 km/h and above.
The conventional CTCS-2 level train control system only performs conventional braking and anti-slip during control, and cannot perform effective braking and anti-slip.
Disclosure of Invention
The invention provides CTCS-2 train control vehicle-mounted equipment and a control method, which aim to solve the problems in the prior art.
The invention adopts the following technical scheme:
the CTCS-2 level vehicle-mounted control equipment control method comprises the following steps:
different contextual models are preset in a main control unit, and a brake priority control mode corresponding to each contextual model is set according to locomotive running state data corresponding to each contextual model, wherein the brake priority control mode comprises a machine control priority brake mode and a human control priority brake mode;
when the locomotive running state data is changed, the scene mode is converted into another scene mode, and the main control unit judges the brake priority control mode corresponding to the scene mode and performs brake control according to the current brake priority control mode.
Under the machine control priority braking mode, when the locomotive running state data reaches a first-level braking condition, the main control unit firstly performs first-level braking on the locomotive, after the first-level braking is performed, if the current locomotive running state data reaches a preset brake release condition in the main control unit, the locomotive automatically releases the braking state, otherwise, when the locomotive running state data reaches a fourth-level braking condition, fourth-level braking is performed; after four-stage braking is executed, if the current locomotive running state data reaches a preset brake release condition in the main control unit, the locomotive automatically releases the brake state, otherwise, when the locomotive running state data reaches a seven-stage brake condition, seven-stage braking is executed; after the seven-stage braking is executed, if the current locomotive running state data reaches the preset brake release condition in the main control unit, the locomotive automatically releases the brake state, otherwise, when the locomotive running state data reaches the emergency brake condition, emergency braking is executed, and when the locomotive executes the emergency braking, if the emergency braking is finished, the driver releases the brake.
In the machine-controlled priority braking mode, a driver can directly perform braking operation.
Under the human-controlled priority braking mode, when the locomotive running state data reaches the first-level braking and 4-level braking conditions, the main control unit does not process the data; when the locomotive running state data reaches a seven-level braking condition, the main control unit performs seven-level braking on the locomotive, and after the seven-level braking is performed for a set time, if the current locomotive running state data reaches a preset brake release condition in the main control unit, the main control unit displays successful braking information on the locomotive, and a driver operates to release the braking; otherwise, when the locomotive running state data reaches the emergency braking condition, emergency braking is executed, and when the locomotive executes the emergency braking and the emergency braking is finished, if braking release is needed, the driver releases the braking.
The master control unit judges the operation intention of a driver, if the operation intention of the driver is parking and the time of the master control unit judging that the locomotive is in the parking state through the running state of the locomotive continuously exceeds the set time, the locomotive is in the parking state, and the locomotive outputs four-level braking;
if the master control unit judges that the locomotive starts creeping after the driver intends to stop and keep stable, calculating the creeping distance of the locomotive according to the pulse number of the speed sensor, judging whether the absolute value of the creeping distance of the locomotive is larger than a set braking distance threshold value, and if the absolute value of the creeping distance of the locomotive is larger than the set braking distance threshold value, outputting emergency braking by the locomotive.
If the master control unit judges that the driver intends to stop and the locomotive stops, the locomotive travels a set distance along the traveling direction before stopping or travels a set distance along the reverse traveling direction before stopping, the master control unit gives an alarm through the human-computer interaction unit; and the locomotive starts to count the distance from the locomotive running again after stopping, and when the absolute value of the counted distance is larger than the set braking distance threshold, the locomotive outputs emergency braking.
The device applying the method comprises a vehicle-mounted host, wherein the vehicle-mounted host comprises a main control unit, and a human-computer interaction unit, a train interface unit, a wireless transmission unit, a speed sensor, a point type information receiving unit, a track circuit information receiving unit and a data recording unit are connected to the main control unit.
The invention has the beneficial effects that:
various contextual models are preset, and different braking operations can be switched according to different contextual models; the invention can effectively perform anti-slip operation.
Drawings
FIG. 1 is a system block diagram of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and specific embodiments.
It should be noted that the following detailed description is exemplary and is intended to provide further explanation of the disclosure as claimed. Unless defined otherwise, all technical and scientific terms used herein have the same technical meaning as commonly understood by one of ordinary skill in the art to which this application belongs.
As shown in fig. 1, the present invention provides a CTCS-2 train control on-board device, which includes an on-board host, wherein the on-board host includes a main control unit, and the main control unit is connected with a human-computer interaction unit, a train interface unit, a wireless transmission unit, a speed sensor, a point information receiving unit, a track circuit information receiving unit, and a data recording unit. The man-machine interaction unit at least comprises a display, a keyboard and a voice unit. The train interface unit is capable of acquiring train operation data, such as hand grip data. The data recording module can be used for storing data, the speed sensor is used for acquiring the speed of the locomotive, and the speed sensor is a Hall sensor and can generate pulse signals to be used by the host unit for calculating the distance. The point type information receiving unit and the track circuit information receiving unit are used for receiving information of the ground equipment, and the wireless transmission unit is used for communicating with the ground equipment.
Based on the above devices, the invention provides a control method for a CTCS-2 level vehicle-mounted control device, which comprises the following steps:
different scene modes are preset in a main control unit, each scene mode corresponds to different locomotive running state aggregates, and a brake priority control mode corresponding to the scene mode is set according to locomotive running state data corresponding to each scene mode, wherein the brake priority control mode comprises a machine control priority brake mode and a human control priority brake mode;
when the locomotive running state data trigger a certain contextual model, the locomotive performs brake control according to a brake priority control mode corresponding to the contextual model, when the locomotive running state data change, the contextual model is converted into another contextual model, and the master control unit judges which control mode the brake priority control mode corresponding to the contextual model is, and then performs brake control according to the current brake priority control mode.
According to the current contextual model of the locomotive judged by the main control unit, if the brake control mode corresponding to the contextual model is a machine control priority brake mode, the main control unit executes first-stage braking on the locomotive when the running state data of the locomotive meets the first-stage brake requirement, after the first-stage braking is executed, whether the current running state data of the locomotive meets the preset brake release condition in the main control unit is judged, if the current running state data of the locomotive meets the preset brake release condition, the locomotive automatically releases the brake state, otherwise, when the locomotive meets the fourth-stage brake requirement, fourth-stage braking is executed; after four-stage braking is executed, judging whether the current locomotive running state data reaches a preset brake release condition in the main control unit, if so, automatically releasing the brake state of the locomotive, otherwise, executing seven-stage braking when the locomotive reaches a seven-stage braking requirement; after the seven-stage braking is executed, if the current locomotive running state data reaches the preset brake release condition in the main control unit, the locomotive automatically releases the brake state, otherwise, the locomotive running state data reaches the emergency brake requirement, and emergency braking is executed. When the locomotive executes emergency braking, if the braking is required to be released after the emergency braking is finished, the driver needs to release the braking.
In the machine-controlled priority braking mode, the driver can also directly perform the braking operation.
According to the current situation mode of the locomotive judged by the main control unit, if the brake control mode corresponding to the situation mode is a human-controlled priority brake mode, the main control unit does not process when the locomotive running state data reaches the conditions of primary brake and 4-level brake; when the locomotive running state data reaches a seven-level braking condition, the main control unit firstly performs seven-level braking on the locomotive, and after the seven-level braking is performed, if the current locomotive running state data reaches a preset brake release condition in the main control unit, the main control unit displays successful braking information on the locomotive, and a driver operates to release the braking; otherwise, when the locomotive running state data reaches the emergency braking condition, emergency braking is executed, and when the locomotive executes the emergency braking and the emergency braking is finished, if braking release is needed, the driver releases the braking.
The locomotive running state data comprises train running data acquired by the main control unit and data of the speed sensor. In some embodiments, the information in the profile includes at least speed information of the train and position information of the train, i.e. speed thresholds of trains in different position ranges can be set, in this embodiment, if the speed of the train exceeds the speed threshold of the position when the train is in the set position range, the train needs to be braked, the brake release condition can also be a speed threshold for releasing the brake, and after the locomotive is braked, the speed of the train reaches the speed threshold for releasing the brake, the brake can be released. Of course, the profile may also contain only speed information.
The method of the invention also comprises the anti-skid operation control when the locomotive is parked, and specifically comprises the following steps:
when the locomotive runs, the master control unit judges the operation intention of a driver, if the operation intention of the driver is parking and the time duration that the master control unit judges that the locomotive is in the parking state through the running state of the locomotive exceeds the set time, the locomotive is in the parking and stopping state, and the locomotive outputs four-level braking. That is, the main control unit judges whether the locomotive is in a parking state according to the operation intention of a driver, and if the locomotive is in the parking state, the locomotive needs to output a four-stage brake for parking and parking.
If the master control unit judges that the driver intends to stop and the locomotive stops stably and then the locomotive restarts creeping, the creeping distance of the locomotive is calculated according to the pulse number of the speed sensor, whether the absolute value of the creeping distance of the locomotive is larger than a set braking distance threshold value or not is judged, and if the absolute value of the creeping distance of the locomotive is larger than the set braking distance threshold value, emergency braking is output by the locomotive. The creep direction of the locomotive may be in both directions along the rail, so that it is required whether the absolute value of the creep reaches a set braking distance threshold.
If the main control unit judges that the driver intends to stop and stop stably, the locomotive travels a set distance along the traveling direction before stopping or travels a set distance along the reverse traveling direction before stopping, the main control unit gives an alarm through the human-computer interaction unit; and the locomotive starts to count the distance from the locomotive running again after stopping, and when the absolute value of the counted distance is larger than the set braking distance threshold, the locomotive outputs emergency braking.
The judgment of the driver operation intention can be carried out by acquiring the position information of the direction handle and the speed-up handle through the active unit, and the direction handle braking position is used for determining a parking signal and outputting four-level braking after the locomotive is stable. When the direction handle is not at the braking position, when the vehicle runs on the flat ground, the speed-up handle is at the zero position to indicate the parking state, and when the vehicle runs on an uphill slope or a downhill slope, the traction force is needed to ensure the stability of the locomotive, so that the speed-up handle is at the non-zero position at the moment, and the speed of the locomotive is reduced to 0 to indicate the parking state.
Although the embodiments of the present invention have been described with reference to the accompanying drawings, it is not intended to limit the scope of the present invention, and it should be understood by those skilled in the art that various modifications and variations can be made without inventive efforts by those skilled in the art based on the technical solution of the present invention.
Claims (7)
- The control method of the CTCS-2 level vehicle-mounted control equipment is characterized by comprising the following steps: the method comprises the following steps:different contextual models are preset in a main control unit, and a brake priority control mode corresponding to each contextual model is set according to locomotive running state data corresponding to each contextual model, wherein the brake priority control mode comprises a machine control priority brake mode and a human control priority brake mode;when the locomotive running state data is changed, the scene mode is converted into another scene mode, and the main control unit judges the brake priority control mode corresponding to the scene mode and performs brake control according to the current brake priority control mode.
- 2. The control method according to claim 1, characterized in that: under the machine control priority braking mode, when the locomotive running state data reaches a first-level braking condition, the main control unit firstly performs first-level braking on the locomotive, after the first-level braking is performed, if the current locomotive running state data reaches a preset brake release condition in the main control unit, the locomotive automatically releases the braking state, otherwise, when the locomotive running state data reaches a fourth-level braking condition, fourth-level braking is performed; after four-stage braking is executed, if the current locomotive running state data reaches a preset brake release condition in the main control unit, the locomotive automatically releases the brake state, otherwise, when the locomotive running state data reaches a seven-stage brake condition, seven-stage braking is executed; after the seven-stage braking is executed, if the current locomotive running state data reaches the preset brake release condition in the main control unit, the locomotive automatically releases the brake state, otherwise, when the locomotive running state data reaches the emergency brake condition, emergency braking is executed, and when the locomotive executes the emergency braking, if the emergency braking is finished, the driver releases the brake.
- 3. The control method according to claim 2, characterized in that: in the machine-controlled priority braking mode, a driver can directly perform braking operation.
- 4. The control method according to claim 1, characterized in that: under the human-controlled priority braking mode, when the locomotive running state data reaches the first-level braking and 4-level braking conditions, the main control unit does not process the data; when the locomotive running state data reaches a seven-level braking condition, the main control unit performs seven-level braking on the locomotive, and after the seven-level braking is performed for a set time, if the current locomotive running state data reaches a preset brake release condition in the main control unit, the main control unit displays successful braking information on the locomotive, and a driver operates to release the braking; otherwise, when the locomotive running state data reaches the emergency braking condition, emergency braking is executed, and when the locomotive executes the emergency braking and the emergency braking is finished, if braking release is needed, the driver releases the braking.
- 5. The control method according to claim 1, characterized in that:the master control unit judges the operation intention of a driver, if the operation intention of the driver is parking and the time of the master control unit judging that the locomotive is in the parking state through the running state of the locomotive continuously exceeds the set time, the locomotive is in the parking state, and the locomotive outputs four-level braking;if the master control unit judges that the locomotive starts creeping after the driver intends to stop and keep stable, calculating the creeping distance of the locomotive according to the pulse number of the speed sensor, judging whether the absolute value of the creeping distance of the locomotive is larger than a set braking distance threshold value, and if the absolute value of the creeping distance of the locomotive is larger than the set braking distance threshold value, outputting emergency braking by the locomotive.
- 6. The control method according to claim 5, characterized in that: if the master control unit judges that the driver intends to stop and the locomotive stops, the locomotive travels a set distance along the traveling direction before stopping or travels a set distance along the reverse traveling direction before stopping, the master control unit gives an alarm through the human-computer interaction unit; and the locomotive starts to count the distance from the locomotive running again after stopping, and when the absolute value of the counted distance is larger than the set braking distance threshold, the locomotive outputs emergency braking.
- 7. An apparatus for applying the method of any one of claims 1 to 6, wherein: the train-mounted intelligent control system comprises a vehicle-mounted host, wherein the vehicle-mounted host comprises a main control unit, and a man-machine interaction unit, a train interface unit, a wireless transmission unit, a speed sensor, a point type information receiving unit, a track circuit information receiving unit and a data recording unit are connected to the main control unit.
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| CN201911417298.5A CN111055858A (en) | 2019-12-31 | 2019-12-31 | CTCS-2 level vehicle-mounted control equipment control method and equipment |
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| CN201911417298.5A CN111055858A (en) | 2019-12-31 | 2019-12-31 | CTCS-2 level vehicle-mounted control equipment control method and equipment |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN112329277A (en) * | 2021-01-05 | 2021-02-05 | 卡斯柯信号(北京)有限公司 | Indoor roadster test sequence compiling method and device based on CTCS-2 |
| CN113415307A (en) * | 2021-08-06 | 2021-09-21 | 卢双喜 | Intelligent safety interlocking system of wheel stopper |
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| CN102233886A (en) * | 2011-05-16 | 2011-11-09 | 铁道部运输局 | CTCS (China Train Control System)-2 train operation control system |
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| WO2019187642A1 (en) * | 2018-03-26 | 2019-10-03 | 株式会社日立製作所 | Train control system and train control method |
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2019
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112329277A (en) * | 2021-01-05 | 2021-02-05 | 卡斯柯信号(北京)有限公司 | Indoor roadster test sequence compiling method and device based on CTCS-2 |
| CN113415307A (en) * | 2021-08-06 | 2021-09-21 | 卢双喜 | Intelligent safety interlocking system of wheel stopper |
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Application publication date: 20200424 |