CN111547107A - Locomotive direction judgment method and system - Google Patents
Locomotive direction judgment method and system Download PDFInfo
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- CN111547107A CN111547107A CN202010377450.8A CN202010377450A CN111547107A CN 111547107 A CN111547107 A CN 111547107A CN 202010377450 A CN202010377450 A CN 202010377450A CN 111547107 A CN111547107 A CN 111547107A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
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Abstract
The invention discloses a method and a system for judging the direction of a locomotive, wherein in the method for judging the direction of the locomotive, at the starting time of the locomotive, a network control system determines a direction signal F0 at the starting time of the locomotive by acquiring a position signal of a direction handle; in the locomotive running process, the traction control unit acquires a direction signal F1 when the locomotive runs and sends the direction signal F1 to the network control system; the network control system acquires a direction signal F2 corresponding to a direction handle position signal when the locomotive runs; the network control system judges whether the F1 is consistent with the F2, if so, the F2 is determined as a direction signal when the locomotive runs; if not, F0 is determined to be the direction signal when the locomotive is running. The invention can realize the accurate judgment of the running direction of the locomotive, avoid the fault caused by the wrong direction judgment due to the wrong operation of the direction handle by a driver in the running process of the locomotive, solve the problem that the operation of the decoding and editing unit needs to be stopped in the remote wireless running process of the heavy-duty locomotive, reduce the stopping probability and improve the running safety and the transportation efficiency of the train.
Description
Technical Field
The invention belongs to the technical field of rail transit, and particularly relates to a method and a system for judging the direction of a locomotive.
Background
The running direction of the locomotive is a key signal for controlling the locomotive and is used for traction force, braking force, anti-skid and anti-idle running control and the like of a traction motor.
If the running direction judged by the locomotive is inconsistent with the actual running direction of the locomotive, faults such as overcurrent of a traction motor, overcurrent of an inverter and even burning loss of the traction motor and a converter can be caused. Therefore, ensuring the correctness of the determination of the direction of the locomotive is crucial to the control of the locomotive.
Currently, the logic for judging the locomotive direction is as follows:
1) at the starting time of the locomotive, a driver operates a direction handle at an operation end to select forward, backward and 0 positions, and the locomotive network control system determines the running direction of the locomotive by acquiring a position signal of the direction handle.
2) During the operation of the locomotive, the network control system always recognizes the locomotive operation direction signal determined at the starting time. Therefore, in the operation process, even if the driver operates the direction handle by mistake or a fault such as signal loss of the direction handle occurs, the locomotive can keep running in the existing direction (namely the running direction of the locomotive determined at the starting time) so as to ensure that the actual running direction of the locomotive is consistent with the direction judged by the locomotive network control system.
3) For the locomotive controlled by remote wireless reconnection, the direction judgment logic of the main locomotive is consistent with the 1) and 2), and the direction of the auxiliary locomotive listens to the instruction sent by the main locomotive.
However, for a heavy-duty locomotive which is remotely and wirelessly operated, if a wireless signal is interrupted in the operation process, a direction signal of the locomotive is interrupted, and then the fault of 'traction blocking' occurs; if the operation of the single machine is needed to be separated and compiled, the speed of the running slave vehicle is more than 0, so that the direction of the slave vehicle cannot be obtained, and therefore the operation must be stopped, and the transportation efficiency of the train is low.
Another known way of determining the direction of travel of the locomotive is to determine the direction of travel of the locomotive by the network control system by means of the position signals ("forward", "backward", "0" bits) of the steering end's direction handle only by the driver. In the method, the locomotive does not need to be in a static state, and the problem that the remote wireless reconnection locomotive needs to stop when being decompiled can be solved. However, this method may cause serious faults such as overcurrent due to the fact that the actual running direction of the locomotive is opposite to the direction judged by the locomotive due to misoperation of a driver in the running process of the locomotive.
Disclosure of Invention
Depending on the existing locomotive direction judging method, the direction judgment is wrong due to misoperation of a driver in the locomotive running process, and faults are caused; or the operation of the decompiling single machine needs to be stopped in the remote wireless operation process of the locomotive, and the transportation efficiency is low. The invention aims to provide a locomotive direction judging method and a locomotive direction judging system aiming at the defects of the prior art, so that the running direction of a locomotive is accurately judged, the fault caused by the wrong direction judgment due to the fact that a driver operates a direction handle by mistake in the running process of the locomotive is avoided, the problem that the operation of a decoding unit needs to be stopped in the remote wireless running process of a heavy-load locomotive is solved, and the running safety and the transportation efficiency of a train are improved.
In order to solve the technical problem that the fault is caused by the wrong direction judgment caused by the wrong operation of a driver on a direction handle, the invention adopts the technical scheme that:
a method for judging the direction of a locomotive comprises the following steps:
By means of the method, the problem that a driver misoperates the direction handle to cause direction judgment error to cause faults in the running process of the locomotive can be avoided:
in the running process of the locomotive, a direction signal F1 when the locomotive runs is obtained in real time through the traction control unit, a direction signal F2 corresponding to a direction handle position signal when the locomotive runs is obtained through the network control system, whether the direction handle position signal is consistent with the direction signal obtained by the traction control unit in real time is judged in real time through the network control system, if so, the direction handle is not operated by mistake, and the direction signal can be determined by using the position signal of the direction handle at the moment; if the signals are not consistent, the direction handle is probably operated by mistake, the position signal of the direction handle at the moment can not be used as the direction signal, and the direction signal at the starting moment can only be used for determining the direction of the train.
Further, the locomotive is a heavy-duty locomotive; in order to solve the problem that the operation of a decoding single machine needs to be stopped in the remote wireless operation process of a heavy-duty locomotive, in the step 1, a main vehicle network control system takes a direction signal corresponding to an actual position signal of a main vehicle direction handle at the starting moment as F0; if the wireless reconnection communication between the master vehicle and the slave vehicle is normal, the network control system of the slave vehicle takes the master vehicle direction signal as F0; if the wireless communication between the master vehicle and the slave vehicle is interrupted, the network control system of the slave vehicle takes a non-directional signal as F0; in step 3, if the slave vehicle network control system determines that F1 does not match F2, the slave vehicle is controlled to stop.
By the method, if the slave vehicle network control system judges that F1 is consistent with F2, the position signal of the slave vehicle direction handle at the moment can be directly used as the direction signal of the slave vehicle; if the signals are not consistent, the position signal of the slave vehicle direction handle at the moment is not credible, the existing direction signal is needed to be used, and the content of the direction signal F0 of the slave vehicle network control system at the starting moment is a non-direction signal, so that the slave vehicle is controlled to stop at the moment, and the safety problem is avoided.
In the first scheme, in the step 2, during the operation of the locomotive, the traction control unit firstly judges whether the operation directions of the traction motors of the locomotive are consistent, if not, determines F0 as a direction signal when the locomotive operates; if yes, the running direction of the traction motor is taken as a direction signal F1 when the locomotive runs.
In this solution, the actual direction of operation of the locomotive is determined by the direction of operation of the traction motors. In order to ensure that the detection information obtained by the traction control unit is reliable, it is necessary to ensure that the traction control unit detects that the running directions of the traction motors are consistent.
As a preferable mode, in the step 2, a method for determining the operation direction of the traction motor is: firstly, acquiring an A channel phase and a B channel phase of a motor speed sensor on a traction motor; then, judging the relation between the phase of the channel A and the phase of the channel B, and if the phase of the channel A leads the phase of the channel B, judging that the running direction of the traction motor is forward; and if the phase of the channel A lags the phase of the channel B, judging that the running direction of the traction motor is backward.
In the second scheme, in the step 2, the traction control unit acquires a direction signal F1 when the locomotive runs through an on-board GPS positioning module.
Based on the same inventive concept, the invention also provides a locomotive direction judgment system, which comprises a network control system and a traction control unit, wherein:
a network control system: the direction signal F0 is used for determining the starting time of the locomotive by acquiring the position signal of the direction handle at the starting time of the locomotive;
the method is characterized in that:
a traction control unit: the system is also used for acquiring a direction signal F1 when the locomotive runs and sending the direction signal F1 to a network control system in the running process of the locomotive;
a network control system: the direction signal F2 corresponding to the position signal of the direction handle when the locomotive runs is also obtained; the device is also used for judging whether the F1 is consistent with the F2, if so, the F2 is determined as a direction signal when the locomotive runs; if not, F0 is determined to be the direction signal when the locomotive is running.
Preferably, the locomotive is a heavy-duty locomotive;
the master vehicle network control system takes a direction signal corresponding to an actual position signal of a master vehicle direction handle at the starting moment as F0, the slave vehicle network control system is used for taking the master vehicle direction signal as F0 when the wireless reconnection communication between the master vehicle and the slave vehicle is normal, and is used for taking a non-direction signal as F0 when the wireless communication between the master vehicle and the slave vehicle is interrupted;
and the slave vehicle network control system is used for controlling the slave vehicle to stop when F1 is inconsistent with F2.
In a first solution, the traction control unit: the system is also used for judging whether the running directions of all traction motors of the locomotive are consistent, if not, F0 is determined as a direction signal when the locomotive runs; if yes, the running direction of the traction motor is taken as a direction signal F1 when the locomotive runs.
As a preferred mode, the traction control unit: the system comprises a phase acquisition unit, a phase acquisition unit and a phase acquisition unit, wherein the phase acquisition unit is used for acquiring an A channel phase and a B channel phase of a motor speed sensor on a traction motor; the system is used for judging the relationship between the phase of the channel A and the phase of the channel B, and if the phase of the channel A leads the phase of the channel B, the running direction of the traction motor is judged to be forward; and if the phase of the channel A lags the phase of the channel B, judging that the running direction of the traction motor is backward.
In a second scenario, the traction control unit: the direction signal F1 is obtained by the vehicle-mounted GPS positioning module when the locomotive runs.
Compared with the prior art, the invention can realize the accurate judgment of the running direction of the locomotive, avoid the fault caused by the wrong direction judgment due to the misoperation of the direction handle by a driver in the running process of the locomotive, solve the problem that the operation of the decoding and editing unit needs to be stopped in the remote wireless running process of the heavy-load locomotive, reduce the stopping probability and improve the running safety and the transportation efficiency of the train.
Drawings
FIG. 1 is a flowchart illustrating a method for determining a direction of a locomotive according to an embodiment of the present invention.
Fig. 2 is a flow chart of a method for judging the direction of a heavy-load vehicle receiving from the vehicle.
FIG. 3 is a schematic diagram of a traction control unit utilizing locomotive traction motors to determine an operating direction. Fig. 4 is a flowchart of a method for determining the running direction of the traction motor.
FIG. 5 is a schematic diagram of an embodiment of a system for determining a direction of a locomotive according to the present invention.
FIG. 6 is a schematic diagram of a second exemplary embodiment of a system for determining a direction of a locomotive according to the present invention.
The system comprises a network control system 1, a direction handle 2, a traction control unit 3, a traction motor 4, a motor speed sensor 5 and a vehicle-mounted GPS positioning module 6.
Detailed Description
As shown in fig. 1, the method for determining the direction of the locomotive includes:
The method can avoid the fault caused by the wrong direction judgment caused by the wrong operation of the direction handle 2 by a driver in the running process of the locomotive:
in the running process of the locomotive, a direction signal F1 when the locomotive runs is obtained in real time through the traction control unit 3, a direction signal F2 corresponding to a position signal of a direction handle 2 when the locomotive runs is obtained through the network control system 1, whether the position signal of the direction handle 2 is consistent with the direction signal obtained by the traction control unit 3 in real time is judged in real time through the network control system 1, if so, the direction handle 2 is not operated by mistake, and the direction signal can be determined by using the position signal of the direction handle 2 at the moment; if they do not match, it means that the direction handle 2 may be operated by mistake, and the position signal of the direction handle 2 at that time cannot be used as the direction signal, but only the direction signal at the starting time can be used to determine the train direction.
When the locomotive is a heavy-duty locomotive; in order to solve the problem that the operation of the decoding standalone machine needs to be stopped in the process of remote wireless operation of the heavy-duty locomotive, as shown in fig. 2, in the step 1, a main vehicle network control system 1 takes a direction signal corresponding to an actual position signal of a main vehicle direction handle 2 at the starting moment as F0; if the wireless reconnection communication between the master vehicle and the slave vehicle is normal, the slave vehicle network control system 1 takes the master vehicle direction signal as F0; if the wireless communication between the master vehicle and the slave vehicle is interrupted, the slave vehicle network control system 1 regards the non-directional signal as F0; in step 3, if the slave vehicle network control system 1 determines that F1 does not match F2, the slave vehicle is controlled to stop.
If the slave vehicle network control system 1 determines that F1 matches F2, it indicates that the position signal of the slave vehicle direction handle 2 at this time can be directly used as the slave vehicle direction signal; if the signals do not match, the position signal of the slave vehicle direction handle 2 at this time is not reliable, and the existing direction signal needs to be used, and since the content of the direction signal F0 at the starting time of the slave vehicle network control system 1 is a non-direction signal, the slave vehicle is controlled to stop at this time, so that the safety problem is avoided.
In step 2, the traction control unit 3 determines the operation direction of each traction motor 4 through the A, B channel phase of the motor speed sensor 5:
as shown in fig. 3, in the running process of the locomotive, the traction control unit 3 first determines whether the running directions of the traction motors 4 of the locomotive are consistent, and if not, determines F0 as a direction signal when the locomotive runs; if so, the running direction of the traction motor 4 is taken as a direction signal F1 when the locomotive runs. The actual direction of travel of the locomotive is determined by the direction of travel of the traction motors 4. In order to ensure that the detection information obtained by the traction control unit 3 is reliable (for example, detection faults such as accidental faults and motor sensor faults are eliminated), it is necessary to ensure that the traction control unit 3 detects that the running directions of the traction motors 4 are consistent. A locomotive may have four or six traction motors 4, each traction motor 4 having one direction of travel; the network control system 1 integrates the running direction of each traction motor 4, if the running direction of each traction motor 4 is consistent, the TCU is considered to judge the running direction of the locomotive, and if the running direction of the traction motor 4 is inconsistent, the TCU is considered to judge that the direction is wrong, and the running direction which cannot be detected by the TCU is determined.
The network control system 1 integrates the running directions of all the motors judged by the TCU, ensures that the running directions judged by the TCU are correct, and ensures that the running directions of the locomotive are reliable.
As shown in fig. 4, in step 2, the method for determining the running direction of the traction motor 4 is as follows: firstly, acquiring an A channel phase and a B channel phase of a motor speed sensor 5 on a traction motor 4; then, judging the relationship between the phase of the channel A and the phase of the channel B, and if the phase of the channel A leads the phase of the channel B, judging that the running direction of the traction motor 4 is forward; if the a-channel phase lags the B-channel phase, it is determined that the running direction of the traction motor 4 is backward.
In another embodiment, in step 2, the traction control unit 3 obtains a direction signal F1 when the locomotive runs through the onboard GPS positioning module 6.
The network control system 1 of the electric locomotive is a control center of the locomotive and is responsible for data acquisition and instruction issuing of the whole locomotive; the traction control unit 3(TCU) of the electric locomotive is a management unit for controlling the traction of the locomotive, and is responsible for controlling the exertion of the traction motor 4.
As shown in fig. 5, the present invention further provides a locomotive direction determination system, which includes a network control system 1 and a traction control unit 3, wherein:
network control system 1: a direction signal F0 for determining the starting time of the locomotive by acquiring the position signal of the direction handle 2 at the starting time of the locomotive;
traction control unit 3: the system is also used for acquiring a direction signal F1 when the locomotive runs and sending the direction signal F1 to the network control system 1;
network control system 1: the direction signal F2 corresponding to the position signal of the direction handle 2 when the locomotive runs is also obtained; the device is also used for judging whether the F1 is consistent with the F2, if so, the F2 is determined as a direction signal when the locomotive runs; if not, F0 is determined to be the direction signal when the locomotive is running.
When the locomotive is a heavy-duty locomotive; the master network control system 1 takes a direction signal corresponding to the actual position signal of the master direction handle 2 at the start time as F0; the slave vehicle network control system 1 is configured to take the master vehicle direction signal as F0 when the wireless reconnection communication between the master vehicle and the slave vehicle is normal, and to take the non-direction signal as F0 when the wireless communication between the master vehicle and the slave vehicle is interrupted; the slave vehicle network control system 1 is used for controlling the slave vehicle to stop when F1 is inconsistent with F2.
Traction control unit 3: the system is also used for judging whether the running directions of all the traction motors 4 of the locomotive are consistent, if not, F0 is determined as a direction signal when the locomotive runs; if so, the running direction of the traction motor 4 is taken as a direction signal F1 when the locomotive runs.
Traction control unit 3: the phase acquisition module is used for acquiring the phase of the channel A and the phase of the channel B of the motor speed sensor 5 on the traction motor 4; the system is used for judging the relationship between the phase of the channel A and the phase of the channel B, and if the phase of the channel A leads the phase of the channel B, the running direction of the traction motor 4 is judged to be forward; if the a-channel phase lags the B-channel phase, it is determined that the running direction of the traction motor 4 is backward.
The position of a direction handle 2 of the locomotive is transmitted to a network control system 1 of the locomotive through a hard wire signal, a traction control unit 3 can judge the running direction of each traction motor 4 of the locomotive through a motor speed sensor 5 of the traction motor 4 to synthesize the running direction of the locomotive, and the traction control unit 3 is communicated with the network control system 1 of the locomotive through a network communication bus. And finally, the network control system 1 judges the running direction of the locomotive to ensure that the direction of the locomotive is accurately determined.
In another embodiment, as shown in fig. 6, the traction control unit 3 is used to obtain a direction signal F1 when the locomotive is running through the on-board GPS positioning module 6.
While the present invention has been described with reference to the embodiments shown in the drawings, the present invention is not limited to the embodiments, which are illustrative and not restrictive, and it will be apparent to those skilled in the art that various changes and modifications can be made therein without departing from the spirit and scope of the invention as defined in the appended claims.
Claims (10)
1. A method for judging the direction of a locomotive comprises the following steps:
step 1, at the starting time of the locomotive, the network control system (1) determines a direction signal F0 at the starting time of the locomotive by acquiring a position signal of a direction handle (2);
step 2, in the running process of the locomotive, the traction control unit (3) acquires a direction signal F1 when the locomotive runs and sends the direction signal F1 to the network control system (1); the method comprises the following steps that a network control system (1) obtains a direction signal F2 corresponding to a position signal of a direction handle (2) when a locomotive runs;
step 3, the network control system (1) judges whether F1 is consistent with F2, if so, F2 is determined as a direction signal when the locomotive runs; if not, F0 is determined to be the direction signal when the locomotive is running.
2. The locomotive direction determination method of claim 1, wherein the locomotive is a heavy-duty locomotive;
in the step 1, the main vehicle network control system (1) takes a direction signal corresponding to an actual position signal of the main vehicle direction handle (2) at the starting time as F0; if the wireless reconnection communication between the master vehicle and the slave vehicle is normal, the slave vehicle network control system (1) takes the master vehicle direction signal as F0; if the wireless communication between the master vehicle and the slave vehicle is interrupted, the network control system (1) of the slave vehicle takes a non-directional signal as F0;
in the step 3, if the slave vehicle network control system (1) determines that F1 does not match F2, the slave vehicle is controlled to stop.
3. The locomotive direction judging method according to claim 1 or 2, wherein in the step 2, during the operation of the locomotive, the traction control unit (3) first judges whether the operation directions of the traction motors (4) of the locomotive are consistent, if not, F0 is determined as the direction signal when the locomotive is operated; if yes, the running direction of the traction motor (4) is used as a direction signal F1 when the locomotive runs.
4. The locomotive direction judging method according to claim 3, characterized in that in the step 2, the method for judging the running direction of the traction motor (4) is as follows:
firstly, acquiring an A channel phase and a B channel phase of a motor speed sensor (5) on a traction motor (4);
then, judging the relation between the phase of the channel A and the phase of the channel B, and if the phase of the channel A leads the phase of the channel B, judging that the running direction of the traction motor (4) is forward; if the phase of the channel A lags behind the phase of the channel B, the running direction of the traction motor (4) is determined to be backward.
5. The locomotive direction judging method according to claim 1 or 2, characterized in that in step 2, the traction control unit (3) obtains a direction signal F1 when the locomotive runs through the vehicle-mounted GPS positioning module (6).
6. A locomotive direction determination system comprising a network control system (1) and a traction control unit (3), wherein:
network control system (1): the direction signal F0 is used for determining the starting time of the locomotive by acquiring the position signal of the direction handle (2) at the starting time of the locomotive;
it is characterized in that the preparation method is characterized in that,
traction control unit (3): the system is also used for acquiring a direction signal F1 when the locomotive runs and sending the direction signal F1 to the network control system (1) during the running process of the locomotive;
network control system (1): the device is also used for acquiring a direction signal F2 corresponding to a position signal of a direction handle (2) when the locomotive runs; the device is also used for judging whether the F1 is consistent with the F2, if so, the F2 is determined as a direction signal when the locomotive runs; if not, F0 is determined to be the direction signal when the locomotive is running.
7. The locomotive direction determination system of claim 6, wherein the locomotive is a heavy-duty locomotive;
the master vehicle network control system (1) takes a direction signal corresponding to an actual position signal of a master vehicle direction handle (2) at the starting moment as F0, and the slave vehicle network control system (1) is used for taking the master vehicle direction signal as F0 when the wireless reconnection communication between the master vehicle and the slave vehicle is normal and taking a non-direction signal as F0 when the wireless communication between the master vehicle and the slave vehicle is interrupted;
and the slave vehicle network control system (1) is used for controlling the slave vehicle to stop when F1 is inconsistent with F2.
8. The locomotive direction determination system according to claim 6 or 7,
traction control unit (3): the system is also used for judging whether the running directions of all traction motors (4) of the locomotive are consistent, if not, F0 is determined as a direction signal when the locomotive runs; if yes, the running direction of the traction motor (4) is used as a direction signal F1 when the locomotive runs.
9. The locomotive direction determination system of claim 8,
traction control unit (3): the phase acquisition module is used for acquiring the phase of the channel A and the phase of the channel B of the motor speed sensor (5) on the traction motor (4); the system is used for judging the relation between the phase of the channel A and the phase of the channel B, and if the phase of the channel A leads the phase of the channel B, the running direction of the traction motor (4) is judged to be forward; if the phase of the channel A lags behind the phase of the channel B, the running direction of the traction motor (4) is determined to be backward.
10. The locomotive direction determination system according to claim 6 or 7,
traction control unit (3): the direction signal F1 is obtained by the vehicle-mounted GPS positioning module (6) when the locomotive runs.
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