CN112339798A - Warning method and device for rail transit vehicle - Google Patents
Warning method and device for rail transit vehicle Download PDFInfo
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- CN112339798A CN112339798A CN201910724072.3A CN201910724072A CN112339798A CN 112339798 A CN112339798 A CN 112339798A CN 201910724072 A CN201910724072 A CN 201910724072A CN 112339798 A CN112339798 A CN 112339798A
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- 230000036626 alertness Effects 0.000 claims 3
- 238000012423 maintenance Methods 0.000 abstract description 5
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
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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 method and a device for alarming for vigilance of a rail transit vehicle, wherein the method for alarming for vigilance comprises the following steps: and responding to the non-operation time interval of a caution button of the rail transit vehicle, and outputting a preset alarm signal of a corresponding level based on the time length of the non-operation time interval every time the non-operation time interval exceeds a preset time interval so as to give an alarm prompt. The invention is based on the fault guiding safety principle, adopts the grading protection strategy to realize the multi-grade vigilance alarm function, comprehensively considers various factors, and effectively ensures the operation safety of the rail transit vehicle, thereby improving the reliability of the vigilance alarm and reducing the maintenance cost.
Description
Technical Field
The invention relates to the technical field of rail transit vehicle network control, in particular to a method and a device for alarming for vigilance of a rail transit vehicle.
Background
At present, the vigilance and alarm function of rail transit vehicles such as urban rail vehicles is mainly realized by vehicle hardware circuits or vehicle control software.
The mode of adopting the vehicle hard line circuit to realize needs to use various capacitors, relays and other electronic devices, and the vehicle is in a working state all the time in the running process, so that the requirement on the reliability of the electronic devices is particularly high. Moreover, a circuit with a vigilance function built by hard wires, the vigilance protection time and a triggering mode for the vigilance protection are single, and the later-period maintenance is inconvenient.
The braking is applied by monitoring the actuation of a warning button, implemented in vehicle control software.
When the urban rail vehicle runs in a non-ATO (automatic train operation device) mode, in order to prevent hidden dangers of train safety caused by human factors such as inattention, dozing, non-operation and the like of a driver, a caution button is arranged in a cab. During normal driving, a driver needs to operate a caution button to prompt a normal operation state. When the fact that the vigilance button is not operated for a certain time is detected, the vehicle control software triggers the vigilance alarming function, so that the urban rail vehicle automatically applies braking until the vehicle stops, and the running safety of the vehicle is guaranteed.
However, the existing implementation mode of the vehicle control software lacks consideration of multiple factors, and cannot provide multi-level and effective alarm prompt and vehicle control strategies, so that the reliability of alert alarm is reduced.
Disclosure of Invention
The following presents a simplified summary of one or more aspects in order to provide a basic understanding of such aspects. This summary is not an extensive overview of all contemplated aspects, and is intended to neither identify key or critical elements of all aspects nor delineate the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed description that is presented later.
The invention provides a method and a device for alarming for the vigilance of a rail transit vehicle, aiming at overcoming the defect that the reliability of the vigilance alarm is reduced due to the fact that the vigilance alarm function of the rail transit vehicle is lack of consideration of various factors in the prior art.
The technical problem is solved by the following technical scheme:
a method for alarming for vigilance of a rail transit vehicle, wherein a vigilance button is arranged on the rail transit vehicle, and the method for alarming for vigilance comprises the following steps:
and responding to the non-operation time interval of the alert button, and outputting a preset alarm signal of a corresponding level based on the time length of the non-operation time interval every time the non-operation time interval exceeds a preset time interval so as to give an alarm prompt.
Optionally, the step of outputting a preset alarm signal of a corresponding level based on the duration of the non-operation period for alarm prompting when the non-operation period of the alert button exceeds a preset period includes:
responding to the non-operation time period of the alert button exceeding a fourth preset time period, and outputting a service brake signal to a brake system of the rail transit vehicle;
the brake system applies a preset amount of service braking to the rail transit vehicle based on a current speed of the rail transit vehicle in response to receiving a service braking signal.
Optionally, the step of outputting a preset alarm signal of a corresponding level based on the duration of the non-operation period for alarm prompting when the non-operation period of the alert button exceeds a preset period includes:
responding to the non-operation time period of the alert button exceeding a third preset time period, and outputting an emergency braking signal to an emergency braking system of the rail transit vehicle;
in response to receiving the emergency braking signal, the emergency braking system controls to trigger an emergency relay action so that an emergency braking loop becomes a low level to apply emergency braking to the rail transit vehicle.
Optionally, the alert warning method further comprises:
outputting a service brake signal to a brake system of the rail transit vehicle in response to the emergency brake not being applied;
the brake system applies a preset amount of service braking to the rail transit vehicle based on the current speed of the rail transit vehicle in response to receiving the service braking signal.
Optionally, the predetermined amount of service braking comprises maximum service braking.
Optionally, the step of outputting a preset alarm signal of a corresponding level based on the duration of the non-operation period for alarm prompting when the non-operation period of the alert button exceeds a preset period includes:
responding to the non-operation time period of the alert button exceeding a second preset time period, and judging whether the rail transit vehicle is in a traction working condition or not at present;
if so, setting a traction instruction sent to a traction system of the rail transit vehicle as invalid to block traction;
if not, outputting a working condition keeping signal to the traction system so as to enable the rail transit vehicle to keep a non-traction working condition.
Optionally, the step of outputting a preset alarm signal of a corresponding level based on the duration of the non-operation period for alarm prompting when the non-operation period of the alert button exceeds a preset period includes:
responding to the non-operation time interval of the alert button exceeding a first preset time interval, and outputting an audio alarm signal to an audio alarm device of the rail transit vehicle to perform audio alarm prompting; and/or the presence of a gas in the gas,
and responding to the condition that the non-operation time interval of the alert button exceeds a first preset time interval, and outputting a light alarm signal to a light alarm device of the rail transit vehicle to give a light alarm prompt.
Optionally, the alert warning method further comprises:
judging whether the rail transit vehicle is in an ATO mode, a static state or an emergency traction mode at present, and if not, responding to the non-operation time interval of the caution button and outputting a preset alarm signal of a corresponding level based on the time length of the non-operation time interval every time the non-operation time interval exceeds a preset time interval so as to give an alarm prompt.
Optionally, after the step of outputting a preset alarm signal of a corresponding level based on the duration of the non-operation period for alarm prompting is performed, the alert alarm method further includes:
outputting an alarm stop signal to stop the alarm prompt in response to the alert button being operated.
A computer readable medium having stored thereon computer instructions which, when executed by a processor, carry out the steps of the method of alert warning of a rail transit vehicle as described above.
A rail transit vehicle is provided with a caution button, and the caution warning device comprises a processor and a memory which is in communication connection with the processor;
the processor is configured to: and responding to the non-operation time interval of the alert button, and outputting a preset alarm signal of a corresponding level based on the time length of the non-operation time interval every time the non-operation time interval exceeds a preset time interval so as to give an alarm prompt.
Optionally, the processor is configured to:
in response to the non-operation period of the alert button exceeding a fourth preset period, outputting a service brake signal to a brake system of the rail transit vehicle to cause the brake system to apply a preset amount of service brake to the rail transit vehicle based on the current speed of the rail transit vehicle.
Optionally, the processor is configured to:
and in response to the non-operation time period of the alert button exceeding a third preset time period, outputting an emergency braking signal to an emergency braking system of the rail transit vehicle, so that the emergency braking system controls and triggers an emergency relay to act according to the received emergency braking signal, so that an emergency braking loop becomes a low level, and emergency braking is applied to the rail transit vehicle.
Optionally, the processor is further configured to:
in response to the emergency brake not being applied, outputting a service brake signal to a brake system of the rail transit vehicle to cause the brake system to apply a preset amount of service brake to the rail transit vehicle based on a current speed of the rail transit vehicle.
Optionally, the predetermined amount of service braking comprises maximum service braking.
Optionally, the processor is configured to:
responding to the non-operation time period of the alert button exceeding a second preset time period, and judging whether the rail transit vehicle is in a traction working condition or not at present;
if so, setting a traction instruction sent to a traction system of the rail transit vehicle as invalid to block traction;
if not, outputting a working condition keeping signal to the traction system so as to enable the rail transit vehicle to keep a non-traction working condition.
Optionally, the processor is configured to:
responding to the non-operation time interval of the alert button exceeding a first preset time interval, and outputting an audio alarm signal to an audio alarm device of the rail transit vehicle to perform audio alarm prompting; and/or the presence of a gas in the gas,
and responding to the condition that the non-operation time interval of the alert button exceeds a first preset time interval, and outputting a light alarm signal to a light alarm device of the rail transit vehicle to give a light alarm prompt.
Optionally, the processor is configured to:
judging whether the rail transit vehicle is in an ATO mode, a static state or an emergency traction mode at present, and if not, responding to the non-operation time interval of the caution button and outputting a preset alarm signal of a corresponding level based on the time length of the non-operation time interval every time the non-operation time interval exceeds a preset time interval so as to give an alarm prompt.
Optionally, the processor is configured to:
and after the preset alarm signal corresponding to each preset time period is output, responding to the operation of the alert button, and outputting an alarm stop signal to stop the alarm prompt.
On the basis of the common knowledge in the field, the preferred conditions can be combined randomly to obtain the preferred embodiments of the invention.
The positive progress effects of the invention are as follows:
the invention is based on the fault guiding safety principle, adopts the grading protection strategy to realize the multi-grade vigilance alarm function, comprehensively considers various factors, and effectively ensures the operation safety of the rail transit vehicle, thereby improving the reliability of the vigilance alarm and reducing the maintenance cost.
Drawings
The features and advantages of the present disclosure will be better understood upon reading the detailed description of embodiments of the disclosure in conjunction with the following drawings. In the drawings, components are not necessarily drawn to scale, and components having similar relative characteristics or features may have the same or similar reference numerals.
Fig. 1 is a flowchart of a method for alarming a rail transit vehicle according to an embodiment of the present invention.
Fig. 2 is a schematic structural diagram of a warning device of a rail transit vehicle according to an embodiment of the present invention.
Description of reference numerals:
a processor 1;
a memory 2.
Detailed Description
The invention is described in detail below with reference to the figures and specific embodiments. It is noted that the aspects described below in connection with the figures and the specific embodiments are only exemplary and should not be construed as imposing any limitation on the scope of the present invention.
The following description is presented to enable any person skilled in the art to make and use the invention and is incorporated in the context of a particular application. Various modifications, as well as various uses in different applications will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to a wide range of embodiments. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
In the following detailed description, numerous specific details are set forth in order to provide a more thorough understanding of the invention. It will be apparent, however, to one skilled in the art that the practice of the invention may not necessarily be limited to these specific details. In other instances, well-known structures and devices are shown in block diagram form, rather than in detail, in order to avoid obscuring the present invention.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "disposed," "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Additionally, the terms "upper," "lower," "left," "right," "top," "bottom," "horizontal," "vertical" and the like as used in the following description are to be understood as referring to the segment and the associated drawings in the illustrated orientation. The relative terms are used for convenience of description only and do not imply that the described apparatus should be constructed or operated in a particular orientation and therefore should not be construed as limiting the invention.
It will be understood that, although the terms first, second, third, etc. may be used herein to describe various elements, regions, layers and/or sections, these elements, regions, layers and/or sections should not be limited by these terms, but rather are used to distinguish one element, region, layer and/or section from another element, region, layer and/or section. Thus, a first component, region, layer or section discussed below could be termed a second component, region, layer or section without departing from some embodiments of the present invention.
The embodiment provides a method for alarming for the vigilance of a rail transit vehicle, which comprises the following steps: and responding to the fact that the non-operation time interval of a caution button arranged in a cab of the rail transit vehicle exceeds a preset time interval every time, and outputting a preset alarm signal of a corresponding grade based on the duration of the non-operation time interval so as to give an alarm prompt.
The rail transit vehicle vigilance alarm method provided by the embodiment is based on the fault guidance safety principle, adopts a hierarchical protection strategy to realize a multi-level vigilance alarm function, comprehensively considers various factors, and effectively ensures the operation safety of the rail transit vehicle, thereby improving the reliability of the vigilance alarm and reducing the maintenance cost.
In this embodiment, the rail transit vehicle is preferably an urban rail vehicle, but the type of the rail transit vehicle is not particularly limited, and may be selected accordingly according to actual situations.
As an embodiment, the alert alarm method divides the alarm levels into four levels according to the failure mode: the first level is acousto-optic alarm, the second level is blockade traction, the third level is emergency braking, and the fourth level is maximum service braking.
In this embodiment, the network control software is used to implement alert alarm, and the network controls the corresponding relay to act and transmit instructions.
The relevant input and output signals are all collected by a vehicle network system. Wherein, the alert button monitoring signal, the ATO mode signal and the emergency traction mode signal are input and collected by IO; the train speed, the emergency brake application feedback value and the brake force feedback value are derived from a brake system, the acousto-optic alarm signal and the emergency brake triggering are output and controlled by IO, and the brake command and the level are sent to the brake system in a network communication mode.
Specifically, as shown in fig. 1, the alert warning method includes the following steps:
In the step, whether a warning program is entered or not is judged according to the current running environment of the urban rail vehicle.
Specifically, whether the current urban rail vehicle is in an ATO mode, a static state or an emergency traction mode is judged, if not, a vigilance alarm program is entered, and if the vehicle is in the ATO mode, the static state or the emergency traction mode, the vigilance alarm program is not needed to be entered.
In this embodiment, the network system does not need to be alerted to alarms in the special mode, and these situations include: 1. the vehicle is stationary; 2. an ATO mode; 3. emergency traction mode, etc. When there is a sudden degradation of the ATO mode fault, the signaling system will be responsible for vehicle safety; in the event of a network system failure, the driver is prompted to initiate an emergency towing mode.
In the step, whether the non-operation time interval of the vigilance button exceeds the time length T of a first preset time interval or not is judged1If yes, judging to trigger the alarm prompt of the first level, executing step 103, and if not, returning to step 101.
In this embodiment, the duration T of the first preset period is not particularly limited1The braking force control device can be set according to actual conditions and user requirements, can be set to be a determined value, and can also be set to be an indeterminate value according to the speed and the braking force of the vehicle.
And step 103, starting acousto-optic alarm.
In this step, in response to the non-operation period of the vigilant button exceeding the duration T of the first preset period1The network outputs audio alarm signals to the audio alarm device of the urban rail vehicle through IO and/or outputs light alarm signalsAnd a light alarm device for the urban rail vehicle.
Specifically, the audio alarm device responds to the received audio alarm signal and carries out audio alarm prompting until the alarm button is operated and then resets.
In this embodiment, the audio alarm device includes a buzzer, but the type of the audio alarm device is not particularly limited, and the audio alarm device may be selected according to the actual situation and the user requirement.
And the light alarm device responds to the received light alarm signal to carry out light alarm prompting until the alert button is operated and then reset.
In this embodiment, the light alarm device includes an alarm indicator, but the type of the light alarm device is not particularly limited, and the light alarm device may be selected according to actual conditions and user requirements.
In this step, in response to the alert button being operated, an alert stop signal is output to stop the audio alert prompt and/or the audio alert prompt.
In the embodiment, the audible and visual alarm of the first level can be realized by a vehicle circuit, and whether software and hardware redundancy is needed or not can be determined according to actual conditions.
In the step, whether the non-operation time interval of the vigilance button exceeds the time length T of a second preset time interval or not is judged2If yes, judging to trigger the alarm prompt of the second level, executing step 105, and if not, returning to step 101.
In the present embodiment, T2Should be greater than T1But the duration T of the second preset period is not particularly limited2The braking force control device can be set according to actual conditions and user requirements, can be set to be a determined value, and can also be set to be an indeterminate value according to the speed and the braking force of the vehicle.
In the present step, the first step is carried out,responding to the duration T that the non-operation period of the vigilance button exceeds a second preset period2And judging whether the urban rail vehicle is in a traction working condition at present.
And if so, setting a traction instruction sent to a traction system of the urban rail vehicle as invalid to block traction, and responding to the traction or braking instruction of a driver until the alert button is operated.
If not, outputting a working condition keeping signal to the traction system to enable the urban rail vehicle to keep a non-traction working condition, and responding to a traction or braking instruction of a driver until the alert button is operated.
In this embodiment, the non-traction conditions include primarily braking conditions or coasting conditions, which means neither traction nor braking.
In this step, in response to the alert button being operated, an alarm stop signal is output to unblock the traction.
In the step, whether the non-operation time interval of the vigilance button exceeds the time length T of a third preset time interval or not is judged3If yes, judging to trigger the alarm prompt of the third level, executing step 107, and if not, returning to step 101.
In the present embodiment, T3Should be greater than T2But the duration T of the third preset period is not particularly limited3The braking force control device can be set according to actual conditions and user requirements, can be set to be a determined value, and can also be set to be an indeterminate value according to the speed and the braking force of the vehicle.
In this step, a time period T in response to the non-operation period of the vigilant button exceeding a third preset period3And the network outputs an emergency braking signal to an emergency braking system of the urban rail vehicle through IO.
In response to the emergency braking signal, the emergency braking system controls and triggers an emergency relay to act, so that an emergency braking loop becomes a low level, emergency braking is applied to the urban rail vehicle, and the emergency braking system is not reset until the vehicle stops running.
In this embodiment, the third level of triggering emergency braking can also be implemented by the vehicle circuit, and whether software and hardware redundancy is required can be determined according to actual conditions.
And step 108, judging whether the emergency brake applies feedback, if so, returning to the step 101, and if not, executing the step 109.
In this step, in order to prevent the vehicle from not applying the quick service brake in the abnormal state, whether the quick service brake is applied is determined by the quick service brake application state and the brake cylinder pressure fed back from the brake system, if yes, the process returns to step 101, if no, it is determined that the alarm prompt of the fourth level is triggered, and step 109 is executed.
In addition, as another embodiment, the duration T for judging whether the non-operation time period of the vigilance button exceeds the fourth preset time period can be selected4If yes, the fourth level alarm prompt is triggered, step 109 is executed, and if no, the process returns to step 101.
In the present embodiment, T4Should be greater than T2But the duration T of the fourth preset period is not particularly limited4The braking force control device can be set according to actual conditions and user requirements, can be set to be a determined value, and can also be set to be an indeterminate value according to the speed and the braking force of the vehicle.
In this step, a maximum service braking signal is output to a braking system of the urban rail vehicle, and the braking system applies maximum service braking to the urban rail vehicle according to the received maximum service braking signal.
In this embodiment, the application amount of the service brake is not particularly limited, and the application amount of the service brake may be set and adjusted according to the current vehicle speed of the urban rail vehicle, and other preset amounts of service brakes such as 50% may be applied.
Specifically, for example, after the network IO outputs the emergency braking signal for more than 1 second, the emergency braking actually fed back by the braking system is not applied, at this time, the network outputs the maximum service braking, that is, the maximum service braking information is sent to the braking system by the network protocol, and the braking system applies the maximum service braking force after receiving the network instruction to ensure the running safety of the vehicle.
In this embodiment, the second level of blocked traction and the fourth level of applied service brakes transmit traction, brake commands and level data to the traction and brake systems via a network MVB (multifunction vehicle bus) bus protocol, which conforms to IEC61375 standard and is an open protocol.
According to the vigilance alarm method provided by the embodiment, a graded protection strategy is adopted to realize the vigilance alarm function, and communication transmission between a vehicle network and a traction and braking system is relied on, so that traction blocking and maximum common protection operation applying are set.
The blockade traction is used as the buffer of the third-level alarm prompt, and further influence of harm is reduced. In addition, under the condition of emergency braking abnormity, the vehicle can apply the maximum service braking to stop, and the running safety of the vehicle under the abnormal condition is ensured.
Any scheme of increasing or decreasing the number of alarm levels, adjusting the sequence of the alarm levels, or modifying the alarm protection measures of the corresponding levels based on the fault-oriented safety principle should be an alternative scheme of the embodiment.
The present embodiments also provide a computer readable medium having stored thereon computer instructions which, when executed by a processor, implement the steps of the method of alert warning of a rail transit vehicle as described above.
The embodiment also provides a warning device of the rail transit vehicle, wherein a warning button is arranged in a cab of the rail transit vehicle, and the warning device utilizes the above warning method.
As shown in fig. 2, the alert warning apparatus includes a processor 1 and a memory 2 communicatively connected to the processor 1, the memory 2 being configured to store programs and data executed by the processor 1.
The processor 1 is configured to: and responding to the non-operation time interval of the alert button, and outputting a preset alarm signal of a corresponding level based on the time length of the non-operation time interval every time the non-operation time interval exceeds a preset time interval so as to give an alarm prompt.
The rail transit vehicle vigilance alarm device provided by the embodiment is based on the fault guiding safety principle, adopts a graded protection strategy to realize a multi-grade vigilance alarm function, comprehensively considers various factors, and effectively ensures the operation safety of rail transit vehicles, thereby improving the reliability of vigilance alarm and reducing the maintenance cost.
In this embodiment, the rail transit vehicle is preferably an urban rail vehicle, but the type of the rail transit vehicle is not particularly limited, and may be selected accordingly according to actual situations.
As an embodiment, the alert alarm apparatus classifies the alarm levels into four stages according to the failure mode: the first level is acousto-optic alarm, the second level is blockade traction, the third level is emergency braking, and the fourth level is maximum service braking.
In this embodiment, the network control software is used to implement alert alarm, and the network controls the corresponding relay to act and transmit instructions.
The relevant input and output signals are all collected by a vehicle network system. Wherein, the alert button monitoring signal, the ATO mode signal and the emergency traction mode signal are input and collected by IO; the train speed, the emergency brake application feedback value and the brake force feedback value are derived from a brake system, the acousto-optic alarm signal and the emergency brake triggering are output and controlled by IO, and the brake command and the level are sent to the brake system in a network communication mode.
The processor 1 is configured to determine whether to enter a vigilance warning procedure according to the current running environment of the urban rail vehicle.
In particular, the processor 1 is configured to: and judging whether the current urban rail vehicle is in an ATO mode, a static state or an emergency traction mode, if not, entering a vigilance alarm program, and if the vehicle is in the ATO mode, the static state or the emergency traction mode, not entering the vigilance alarm program.
In this embodiment, the network system does not need to be alerted to alarms in the special mode, and these situations include: 1. the vehicle is stationary; 2. an ATO mode; 3. emergency traction mode, etc. When there is a sudden degradation of the ATO mode fault, the signaling system will be responsible for vehicle safety; in the event of a network system failure, the driver is prompted to initiate an emergency towing mode.
The processor 1 is further configured to: and judging whether the non-operation time period of the alert button exceeds the duration of a first preset time period, if so, judging to trigger a first-level alarm prompt, and if not, stopping calling or reentering the alert alarm program.
The processor 1 is further configured to: and responding to the time length of the non-operation time period of the alert button exceeding the first preset time period, outputting an audio alarm signal to an audio alarm device of the urban rail vehicle, and/or outputting a light alarm signal to a light alarm device of the urban rail vehicle.
In particular, the audio alert device is configured to respond to receipt of the audio alert signal by making an audio alert prompt until the alert button is operated and then reset.
In this embodiment, the audio alarm device includes a buzzer, but the type of the audio alarm device is not particularly limited, and the audio alarm device may be selected according to the actual situation and the user requirement.
The light alarm device is configured to respond to the received light alarm signal and carry out light alarm prompting until the alarm button is operated and then reset.
In this embodiment, the light alarm device includes an alarm indicator, but the type of the light alarm device is not particularly limited, and the light alarm device may be selected according to actual conditions and user requirements.
The processor 1 is further configured to: and outputting an alarm stop signal to stop performing audio alarm prompt and/or audio alarm prompt in response to the alarm button being operated.
In the embodiment, the audible and visual alarm of the first level can be realized by a vehicle circuit, and whether software and hardware redundancy is needed or not can be determined according to actual conditions.
The processor 1 is further configured to: and judging whether the non-operation time period of the alert button exceeds the duration of a second preset time period, if so, judging to trigger a second-level alarm prompt, and if not, stopping calling or reentering the alert alarm program.
The processor 1 is further configured to: responding to the duration that the non-operation time period of the alert button exceeds a second preset time period, judging whether the urban rail vehicle is in a traction working condition or not at present, if so, setting a traction instruction sent to a traction system of the urban rail vehicle to be invalid so as to block traction, and responding to the traction or braking instruction of a driver until the alert button is operated; if not, outputting a working condition keeping signal to the traction system to enable the urban rail vehicle to keep a non-traction working condition, and responding to a traction or braking instruction of a driver until the alert button is operated.
In this embodiment, the non-traction conditions include primarily braking conditions or coasting conditions, which means neither traction nor braking.
The processor 1 is further configured to: in response to the alert button being operated, outputting an alarm stop signal to unblock traction.
The processor 1 is further configured to: and judging whether the non-operation time period of the alert button exceeds the duration of a third preset time period, if so, judging to trigger a third-level alarm prompt, and if not, stopping calling or reentering the alert alarm program.
The processor 1 is further configured to: and responding to the time length of the non-operation time period of the alert button exceeding a third preset time period, and outputting an emergency braking signal to an emergency braking system of the urban rail vehicle.
In response to receiving the emergency braking signal, the emergency braking system is configured to control the triggering of the emergency relay action to enable the emergency braking circuit to become low level so as to apply emergency braking to the urban rail vehicle, and the emergency braking system is not reset until the vehicle stops running.
In this embodiment, the third level of triggering emergency braking can also be implemented by the vehicle circuit, and whether software and hardware redundancy is required can be determined according to actual conditions.
To prevent the vehicle emergency brake from not being applied in an abnormal situation, the processor 1 is further configured to: and judging whether the emergency braking is applied or not according to the emergency braking application state and the brake cylinder pressure fed back by the braking system, if so, stopping calling or reentering the alert alarm program, and if not, judging that an alarm prompt of a fourth level is triggered.
In addition, as another embodiment, the processor 1 may be further configured to: and judging whether the non-operation time period of the alert button exceeds the duration of a fourth preset time period, if so, judging to trigger an alarm prompt of a fourth level, and if not, stopping calling or reentering the alert alarm program.
The processor 1 may be further configured to: and responding to the alarm prompt of entering the fourth level, outputting a maximum service braking signal to a braking system of the urban rail vehicle, and applying the maximum service braking to the urban rail vehicle by the braking system according to the received maximum service braking signal.
In this embodiment, the application amount of the service brake is not particularly limited, and the application amount of the service brake may be set and adjusted according to the current vehicle speed of the urban rail vehicle, and other preset amounts of service brakes such as 50% may be applied.
Specifically, for example, after the emergency braking signal is output for more than 1 second, the emergency brake actually fed back by the brake system is not applied, at this time, the processor 1 is configured to output the maximum service brake, that is, the service brake information sent to the brake system by the network protocol is 100%, and the brake system applies the maximum service brake force after receiving the network instruction to ensure the running safety of the vehicle.
In this embodiment, the second level of blocked traction and the fourth level of applied service brakes transmit traction, brake commands, level data, etc. to the traction system and the brake system via a network MVB bus protocol, which conforms to IEC61375 standard and is an open protocol. .
The vigilance alarm device provided by the embodiment adopts a graded protection strategy to realize the vigilance alarm function, and sets protection operations of blocking traction and applying the maximum common use by means of communication transmission between a vehicle network and a traction and braking system.
The blockade traction is used as the buffer of the third-level alarm prompt, and further influence of harm is reduced. In addition, under the condition of emergency braking abnormity, the vehicle can apply the maximum service braking to stop, and the running safety of the vehicle under the abnormal condition is ensured.
Any scheme of increasing or decreasing the number of alarm levels, adjusting the sequence of the alarm levels, or modifying the alarm protection measures of the corresponding levels based on the fault-oriented safety principle should be an alternative scheme of the embodiment.
The various illustrative logical modules, and circuits described in connection with the embodiments disclosed herein may be implemented or performed with a general purpose processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general purpose processor may be a microprocessor, but in the alternative, the processor may be any conventional processor, controller, microcontroller, or state machine. A processor may also be implemented as a combination of computing devices, e.g., a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration.
The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. A software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to the processor such the processor can read information from, and write information to, the storage medium. In the alternative, the storage medium may be integral to the processor. The processor and the storage medium may reside in an ASIC. The ASIC may reside in a user terminal. In the alternative, the processor and the storage medium may reside as discrete components in a user terminal.
In one or more exemplary embodiments, the functions described may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software as a computer program product, the functions may be stored on or transmitted over as one or more instructions or code on a computer-readable medium. Computer-readable media includes both computer storage media and communication media including any medium that facilitates transfer of a computer program from one place to another. A storage media may be any available media that can be accessed by a computer. By way of example, and not limitation, such computer-readable media can comprise RAM, ROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer. Any connection is properly termed a computer-readable medium. For example, if the software is transmitted from a web site, server, or other remote source using a coaxial cable, fiber optic cable, twisted pair, Digital Subscriber Line (DSL), or wireless technologies such as infrared, radio, and microwave, then the coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave are included in the definition of medium. Disk (disk) and disc (disc), as used herein, includes Compact Disc (CD), laser disc, optical disc, Digital Versatile Disc (DVD), floppy disk and blu-ray disc where disks (disks) usually reproduce data magnetically, while discs (discs) reproduce data optically with lasers. Combinations of the above should also be included within the scope of computer-readable media.
While, for purposes of simplicity of explanation, the methodologies are shown and described as a series of acts, it is to be understood and appreciated that the methodologies are not limited by the order of acts, as some acts may, in accordance with one or more embodiments, occur in different orders and/or concurrently with other acts from that shown and described herein or not shown and described herein, as would be understood by one skilled in the art.
The previous description of the disclosure is provided to enable any person skilled in the art to make or use the disclosure. Various modifications to the disclosure will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other variations without departing from the spirit or scope of the disclosure. Thus, the disclosure is not intended to be limited to the examples and designs described herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (19)
1. A rail transit vehicle vigilance alarm method is characterized in that a vigilance button is arranged on a rail transit vehicle, and the vigilance alarm method comprises the following steps:
and responding to the non-operation time interval of the alert button, and outputting a preset alarm signal of a corresponding level based on the time length of the non-operation time interval every time the non-operation time interval exceeds a preset time interval so as to give an alarm prompt.
2. The alert warning method according to claim 1, wherein the step of outputting a preset warning signal of a corresponding level based on a duration of the non-operation period for warning indication in response to the non-operation period of the alert button exceeding a preset period comprises:
responding to the non-operation time period of the alert button exceeding a fourth preset time period, and outputting a service brake signal to a brake system of the rail transit vehicle;
the brake system applies a preset amount of service braking to the rail transit vehicle based on the current speed of the rail transit vehicle in response to receiving the service braking signal.
3. The alert warning method according to claim 1, wherein the step of outputting a preset warning signal of a corresponding level based on a duration of the non-operation period for warning indication in response to the non-operation period of the alert button exceeding a preset period comprises:
responding to the non-operation time period of the alert button exceeding a third preset time period, and outputting an emergency braking signal to an emergency braking system of the rail transit vehicle;
in response to receiving the emergency braking signal, the emergency braking system controls to trigger an emergency relay action so that an emergency braking loop becomes a low level to apply emergency braking to the rail transit vehicle.
4. The vigilant alert method of claim 3, further comprising:
outputting a service brake signal to a brake system of the rail transit vehicle in response to the emergency brake not being applied;
the brake system applies a preset amount of service braking to the rail transit vehicle based on the current speed of the rail transit vehicle in response to receiving the service braking signal.
5. A method of alert alarms according to claim 2 or 4, characterised in that the preset amount of service braking includes maximum service braking.
6. The alert warning method according to claim 1, wherein the step of outputting a preset warning signal of a corresponding level based on a duration of the non-operation period for warning indication in response to the non-operation period of the alert button exceeding a preset period comprises:
responding to the non-operation time period of the alert button exceeding a second preset time period, and judging whether the rail transit vehicle is in a traction working condition or not at present;
if so, setting a traction instruction sent to a traction system of the rail transit vehicle as invalid to block traction;
if not, outputting a working condition keeping signal to the traction system so as to enable the rail transit vehicle to keep a non-traction working condition.
7. The alert warning method according to claim 1, wherein the step of outputting a preset warning signal of a corresponding level based on a duration of the non-operation period for warning indication in response to the non-operation period of the alert button exceeding a preset period comprises:
responding to the non-operation time interval of the alert button exceeding a first preset time interval, and outputting an audio alarm signal to an audio alarm device of the rail transit vehicle to perform audio alarm prompting; and/or the presence of a gas in the gas,
and responding to the condition that the non-operation time interval of the alert button exceeds a first preset time interval, and outputting a light alarm signal to a light alarm device of the rail transit vehicle to give a light alarm prompt.
8. The vigilant alert method of claim 1, further comprising:
judging whether the rail transit vehicle is in an ATO mode, a static state or an emergency traction mode at present, and if not, responding to the non-operation time interval of the caution button and outputting a preset alarm signal of a corresponding level based on the time length of the non-operation time interval every time the non-operation time interval exceeds a preset time interval so as to give an alarm prompt.
9. The alert warning method as claimed in claim 1, wherein after the step of outputting a preset warning signal of a corresponding level based on the duration of the non-operation period for warning alerting is performed, the alert warning method further comprises:
outputting an alarm stop signal to stop the alarm prompt in response to the alert button being operated.
10. A computer-readable medium, characterized in that computer instructions are stored thereon, which, when executed by a processor, implement the steps of the method of alert warning of rail transit vehicles according to any of claims 1 to 9.
11. The rail transit vehicle alertness alarm device is characterized in that an alertness button is arranged on the rail transit vehicle, and the alertness alarm device comprises a processor and a memory which is in communication connection with the processor;
the processor is configured to: and responding to the non-operation time interval of the alert button, and outputting a preset alarm signal of a corresponding level based on the time length of the non-operation time interval every time the non-operation time interval exceeds a preset time interval so as to give an alarm prompt.
12. The vigilance alert apparatus of claim 11, wherein the processor is configured to:
in response to the non-operation period of the alert button exceeding a fourth preset period, outputting a service brake signal to a brake system of the rail transit vehicle to cause the brake system to apply a preset amount of service brake to the rail transit vehicle based on the current speed of the rail transit vehicle.
13. The vigilance alert apparatus of claim 11, wherein the processor is configured to:
and in response to the non-operation time period of the alert button exceeding a third preset time period, outputting an emergency braking signal to an emergency braking system of the rail transit vehicle, so that the emergency braking system controls and triggers an emergency relay to act according to the received emergency braking signal, so that an emergency braking loop becomes a low level, and emergency braking is applied to the rail transit vehicle.
14. The vigilance alert apparatus of claim 13, wherein the processor is further configured to:
in response to the emergency brake not being applied, outputting a service brake signal to a brake system of the rail transit vehicle to cause the brake system to apply a preset amount of service brake to the rail transit vehicle based on a current speed of the rail transit vehicle.
15. A vigilant warning device according to claim 12 or 14, wherein the preset amount of service braking comprises maximum service braking.
16. The vigilance alert apparatus of claim 11, wherein the processor is configured to:
responding to the non-operation time period of the alert button exceeding a second preset time period, and judging whether the rail transit vehicle is in a traction working condition or not at present;
if so, setting a traction instruction sent to a traction system of the rail transit vehicle as invalid to block traction;
if not, outputting a working condition keeping signal to the traction system so as to enable the rail transit vehicle to keep a non-traction working condition.
17. The vigilance alert apparatus of claim 11, wherein the processor is configured to:
responding to the non-operation time interval of the alert button exceeding a first preset time interval, and outputting an audio alarm signal to an audio alarm device of the rail transit vehicle to perform audio alarm prompting; and/or the presence of a gas in the gas,
and responding to the condition that the non-operation time interval of the alert button exceeds a first preset time interval, and outputting a light alarm signal to a light alarm device of the rail transit vehicle to give a light alarm prompt.
18. The vigilance alert apparatus of claim 11, wherein the processor is configured to:
judging whether the rail transit vehicle is in an ATO mode, a static state or an emergency traction mode at present, and if not, responding to the non-operation time interval of the caution button and outputting a preset alarm signal of a corresponding level based on the time length of the non-operation time interval every time the non-operation time interval exceeds a preset time interval so as to give an alarm prompt.
19. The vigilance alert apparatus of claim 11, wherein the processor is configured to:
and after the preset alarm signal corresponding to each preset time period is output, responding to the operation of the alert button, and outputting an alarm stop signal to stop the alarm prompt.
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| CN201910724072.3A CN112339798A (en) | 2019-08-07 | 2019-08-07 | Warning method and device for rail transit vehicle |
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| CN201910724072.3A CN112339798A (en) | 2019-08-07 | 2019-08-07 | Warning method and device for rail transit vehicle |
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