CN112572534B - Brake control method suitable for heavy-duty train vehicle-mounted equipment - Google Patents
Brake control method suitable for heavy-duty train vehicle-mounted equipment Download PDFInfo
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- CN112572534B CN112572534B CN202011540033.7A CN202011540033A CN112572534B CN 112572534 B CN112572534 B CN 112572534B CN 202011540033 A CN202011540033 A CN 202011540033A CN 112572534 B CN112572534 B CN 112572534B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H13/00—Actuating rail vehicle brakes
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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 vehicle trains
- B61L23/08—Control, warning, or like safety means along the route or between vehicles or vehicle trains for controlling traffic in one direction only
- B61L23/14—Control, warning, or like safety means along the route or between vehicles or vehicle trains for controlling traffic in one direction only automatically operated
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
Abstract
The invention relates to a brake control method suitable for heavy-duty train vehicle-mounted equipment, which comprises the following steps: step 1, equipment failure occurs in a heavy-load freight train; step 2, the vehicle-mounted equipment outputs an alarm prompt tone through the DMI, displays a brake selection interface and displays countdown; step 3, the driver selects a braking mode through a DMI key, and selects immediate output braking or reduces the vehicle speed by a set deceleration rate; and 4, if the driver end does not select or select the set deceleration rate to reduce the vehicle speed and then does not brake and decelerate, the countdown is continuously reduced, and when the countdown is reduced to 0, the vehicle-mounted equipment applies emergency braking or maximum service braking. Compared with the prior art, the invention has the following advantages: the output of emergency braking and maximum service braking is effectively reduced, the safety of the heavy-duty train is improved, the operability in a fault scene is improved, and the fault tolerance, reliability and the like of equipment are improved.
Description
Technical Field
The invention relates to the field of CTCS (train control System), in particular to a brake control method suitable for heavy-duty train vehicle-mounted equipment.
Background
The heavy-duty train is an ultra-long and overweight large-sized special truck marshalling with the total traction weight exceeding 5500t or the number of traction empty trucks being more than 60, and has the characteristics of large vehicle-carrying weight and large train marshalling and hanging number. When emergency braking is carried out, the phenomena of train unhooking, hook breaking, failure of a train hook buffer device and the like easily occur, and great potential safety hazards exist.
When a wireless communication fault, integrity of a train loss, speed measurement and distance measurement fault and other fault scenes occur in a CTCS (train control system), emergency braking or maximum service braking is usually and directly output, but when the CTCS is applied to a heavy-load freight train, the potential safety hazard generated by the emergency braking or the maximum service braking due to the fault scenes is usually greater than the potential safety hazard of the fault.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide a brake control method suitable for heavy-duty train-mounted equipment, which can give certain buffer time when equipment failure occurs in a heavy-duty freight train and enables a driver end to select and control the output of the brake.
The purpose of the invention can be realized by the following technical scheme:
a brake control method suitable for heavy-duty train vehicle-mounted equipment comprises the following steps:
step 1, equipment failure occurs in a heavy-load freight train;
step 2, the vehicle-mounted equipment outputs an alarm prompt tone through the DMI, displays a brake selection interface and displays countdown;
step 3, the driver selects a braking mode through a DMI key, and selects immediate output braking or reduces the vehicle speed by a set deceleration rate;
and 4, if the driver end does not select or select the set deceleration rate to reduce the vehicle speed and then does not brake and decelerate, the countdown is continuously reduced, and when the countdown is reduced to 0, the vehicle-mounted equipment applies emergency braking or maximum service braking.
Preferably, the braking deceleration rate and the countdown time are configured through a configuration file, different values are configured according to different vehicle types, vehicle lengths, gross weights, loads and line condition factors, and the values are read after the vehicle-mounted device is powered on.
Preferably, the fault scenario includes a wireless communication fault, a train loss integrity, a speed measurement and distance measurement fault, and a train position loss.
Preferably, after a wireless communication failure occurs, the DMI outputs failure alarm information and displays a brake selection interface at the same time, and at this time, a driver end is required to perform operation, where the operation includes:
operation a 1: the driver end presses a button to select to stop the vehicle at a set deceleration rate, the DMI subtracts the time spent by the driver end in the selection from the total countdown time configured in the configuration file, and displays the countdown; when the train braking deceleration rate can reach the braking deceleration rate corresponding to the fault scene, keeping the countdown unchanged, if the train receives an effective wireless message, recovering the wireless communication state, automatically releasing the braking by the vehicle-mounted equipment, ending the task, and if the effective wireless message is not received until the train stops, releasing the braking by the vehicle-mounted equipment after the train stops; when the braking deceleration rate is smaller than or exceeds the braking deceleration rate corresponding to the fault scene, the countdown is decreased by 1 per second, if the countdown is decreased to 0, the vehicle-mounted equipment applies the maximum service brake, the train stops, and the task is ended;
operation a 2: the driver end presses a button to select to immediately apply the maximum service brake, the vehicle-mounted equipment applies the maximum service brake, the train stops, the vehicle-mounted equipment relieves the maximum service brake, and the task is finished;
and in operation a3, the driver end does not perform selection operation within the specified time of the countdown, the countdown is 0, the vehicle-mounted equipment applies the maximum service brake, the train stops, the vehicle-mounted equipment relieves the maximum service brake, and the task is ended.
Preferably, the occurrence of the wireless communication failure specifically includes: when a heavy-duty train and other equipment perform wireless communication, the condition that the wireless communication is disconnected and the received wireless message exceeds the allowable time can cause potential safety hazards is caused.
Preferably, after the integrity of the heavy-duty train is lost, firstly the DMI outputs failure alarm information, and if the heavy-duty train is in a complete or guide mode, the DMI displays a brake selection interface, and at this time, a driver end is required to perform operations, wherein the operations include:
operation b 1: the driver end presses a button to select to stop the vehicle at a set deceleration rate, the DMI subtracts the time spent by the driver end in the selection from the total countdown time configured in the configuration file, and displays the countdown; when the train braking deceleration rate can reach the braking deceleration rate corresponding to the fault scene, keeping the countdown unchanged, stopping the train, confirming by a driver end, and ending the task; when the braking deceleration rate is smaller than or exceeds the braking deceleration rate corresponding to the fault scene, the countdown is reduced by 1 per second, if the countdown is reduced to 0, the vehicle-mounted equipment applies the maximum service brake, the train stops, the vehicle-mounted equipment allows a driver end to confirm that the maximum service brake is released, and the task is ended;
operation b 2: the driver end presses a button to select to immediately apply the maximum service brake, the vehicle-mounted equipment applies the maximum service brake, the train stops and the task is finished;
operation b 3: the driver end does not perform selection operation within the specified time of countdown, the countdown is 0, the vehicle-mounted equipment applies the maximum service brake, the train stops, and the task is finished.
Preferably, when a speed measuring and ranging sensor of the heavy-duty train fails or a speed measuring and ranging signal sent by the sensor is not received within an allowable time, the heavy-duty train is considered to have a speed measuring and ranging fault, firstly, the DMI outputs fault alarm information, the DMI displays a brake selection interface, and at this time, a driver end is required to perform operation, and the operation includes:
operation c 1: the driver end presses a button to select to stop the vehicle at a set deceleration rate, the DMI subtracts the time spent by the driver end in the selection from the total countdown time configured in the configuration file, and displays the countdown; when the train braking deceleration rate can reach the braking deceleration rate corresponding to the fault scene, keeping the countdown unchanged, confirming by a driver after the train decelerates to the fixed speed limit value, continuing the train running at the fixed speed limit value, and ending the task; when the braking deceleration rate is smaller than or exceeds the braking deceleration rate corresponding to the fault scene, the countdown is reduced by 1 per second, if the countdown is reduced to 0, the vehicle-mounted equipment applies the maximum service brake, the train stops, the vehicle-mounted equipment allows a driver end to confirm that the maximum service brake is released, and the task is ended;
operation c 2: the driver end presses a button to select to immediately apply the maximum service brake, the vehicle-mounted equipment applies the maximum service brake, the train stops, the driver end can continue to operate at a fixed speed limit value after relieving the maximum service brake, and the task is finished;
operation c 3: the driver end does not perform selection operation within the specified time of countdown, the countdown is 0, the vehicle-mounted equipment applies the maximum service brake, the train stops, the driver end can continue to operate at the fixed speed limit value after relieving the maximum service brake, and the task is finished.
Preferably, after the train position is lost, firstly the DMI outputs fault alarm information, and the DMI displays a brake selection interface, which needs a driver to perform operation, wherein the operation includes:
operation d 1: the driver end presses a button to select to stop at a set deceleration rate, the DMI subtracts the time used by the driver end in the selection from the total countdown time configured in the configuration file, and displays the countdown; when the train braking deceleration rate can reach the braking deceleration rate corresponding to the fault scene, keeping the countdown unchanged, stopping the train, setting a train running permission terminal as the maximum safe front end by the vehicle-mounted equipment, allowing a driver to switch to a visual mode to continue running after confirmation by the driver end, and ending the task; when the braking deceleration rate is smaller than or exceeds the braking deceleration rate corresponding to the fault scene, the countdown is reduced by 1 per second, if the countdown is reduced to 0, the vehicle-mounted equipment applies the maximum service brake, the train stops, the vehicle-mounted equipment sets the train driving permission terminal as the maximum safe front end, the driver end allows the train to be switched into the visual mode to continue running after confirming, and the task is ended;
operation d 2: the driver end presses the button to select to apply emergency brake immediately, the vehicle-mounted equipment applies emergency brake, the train stops, the vehicle-mounted equipment sets the train driving permission terminal as the maximum safe front end, the driver end allows to shift to the visual mode to continue running after confirming, and the task is finished;
operation d 3: the driver end does not perform selection operation within the specified time of countdown, the countdown is 0, the vehicle-mounted equipment applies emergency braking, the train stops, the vehicle-mounted equipment sets the train driving permission terminal as the maximum safe front end, the driver end is allowed to shift to the visual mode to continue operation after confirmation, and the task is finished.
Preferably, the train position loss is specifically: when the heavy haul train uses the transponder to position the train, the transponder is linked wrongly, or the train uses the satellite positioning, the satellite data is unavailable or can not receive the situation of the satellite positioning data.
Preferably, if the driver selects to set the deceleration rate to stop, the braking method is triggered again, if the countdown and deceleration rate of the newly triggered brake are stricter, the new countdown and deceleration rate are adopted, otherwise, the current state is maintained.
Compared with the prior art, the invention has the following advantages:
1. the invention not only effectively reduces the output of emergency braking and maximum service braking, improves the safety of the heavy-duty train, but also can improve the operability in a fault scene, and improves the fault tolerance and reliability of equipment when complex and unpredictable faults occur;
2. the invention adopts the inquiry and selection mode to replace the direct output brake, thereby increasing the fault tolerance rate under special fault scenes;
3. according to the invention, after the countdown is finished, emergency braking is output to prevent potential safety hazards caused by untimely operation of the driver end;
4. the invention reduces the emergency braking and the maximum common braking output in a fault scene and improves the train operation safety;
5. the countdown time and the braking deceleration rate can be configured, and the flexibility is improved.
Drawings
FIG. 1 is a flow chart of the braking operation of the present invention during a wireless communication timeout;
FIG. 2 is a flow chart of the braking operation of the present invention when the integrity of the train is lost;
FIG. 3 is a flow chart of the braking operation in case of speed measurement and distance measurement failure according to the present invention;
fig. 4 is a brake operation flow chart when the train position is lost according to the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, not all, embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, shall fall within the scope of protection of the present invention.
The principle of the invention is as follows: a brake control method suitable for heavy-duty train vehicle-mounted equipment provides a mode, a driver end is inquired whether emergency brake or maximum service brake is applied immediately, through balance, if harm caused by applying the emergency brake or the maximum service brake is larger than that of applying a weaker brake to stop, the vehicle speed is reduced by selecting a set deceleration rate, and the vehicle-mounted equipment calculates the deceleration rate and monitors whether the required deceleration rate is achieved. If the actual deceleration rate does not meet or exceed the requested deceleration rate and the countdown is reduced to 0, the vehicle-mounted device will apply the emergency brake or maximum service brake. Conversely, immediate application of the emergency brake or maximum service brake may be selected.
A brake control method suitable for heavy-duty train vehicle-mounted equipment comprises the following steps:
step 1, equipment failure occurs in a heavy-load freight train;
step 2, the vehicle-mounted equipment outputs an alarm prompt tone through the DMI, displays a brake selection interface and displays countdown;
step 3, the driver end selects a braking mode through a DMI key, and selects to immediately output braking or reduce the vehicle speed by a set deceleration rate;
and 4, if the driver end does not select or select the set deceleration rate and does not brake and decelerate after the vehicle speed is reduced, the countdown is continuously reduced, and when the countdown is reduced to 0, the vehicle-mounted equipment applies emergency braking or maximum common braking.
The countdown time and the braking deceleration rate are configured through configuration files, different values are configured according to different vehicle types, vehicle lengths, total weights, loads and line condition factors, and the values are read after the vehicle-mounted equipment is powered on.
The fault scene comprises wireless communication fault, train loss integrity, speed and distance measuring fault and train position loss.
If a plurality of fault scenes occur, the braking method suitable for the fault scene of the heavy-duty freight train adopts the strictest countdown, braking deceleration rate and processing method. If the driver selects to set the deceleration rate to stop the vehicle, the braking method is triggered again, if the countdown and deceleration rate of the newly triggered brake are stricter, the new countdown and deceleration rate is adopted, otherwise, the current state is kept.
As shown in fig. 1, when a heavy haul train and other devices perform wireless communication, and after the wireless communication is disconnected and a received wireless message exceeds an allowable time and may cause a potential safety hazard, after a wireless communication fault occurs, firstly, a DMI outputs fault alarm information and simultaneously displays a brake selection interface, at this time, a driver end is required to perform operations, where the operations include:
operation a 1: the driver end presses a button selection to set the deceleration rate to stop the vehicle, the DMI subtracts the elapsed time of the driver end selection from the countdown time (total time) configured in the configuration file, and displays the countdown. When the train braking deceleration rate can reach the braking deceleration rate corresponding to the fault scene, the countdown is kept unchanged, at the moment, if the train receives effective wireless information, the wireless communication state is recovered, the vehicle-mounted equipment automatically relieves the braking, the task is ended, and if the effective wireless information is not received until the train stops, the vehicle-mounted equipment can relieve the braking after the train stops. And when the braking deceleration rate is smaller than or exceeds the braking deceleration rate corresponding to the fault scene, the countdown time is reduced by 1 per second, if the countdown time is reduced to 0, the vehicle-mounted equipment applies the maximum service brake, the train stops, and the task is finished.
Operation a 2: and pressing a button at the driver end to select to immediately apply the maximum service brake, applying the maximum service brake by the vehicle-mounted equipment, stopping the train, relieving the maximum service brake by the vehicle-mounted equipment, and ending the task.
And in operation a3, the driver end does not perform selection operation within the specified time of the countdown, the countdown is 0, the vehicle-mounted equipment applies the maximum service brake, the train stops, the vehicle-mounted equipment relieves the maximum service brake, and the task is ended.
As shown in fig. 2, after the integrity of the heavy-duty train is lost, firstly the DMI outputs failure alarm information, and if the heavy-duty train is in a complete or guidance mode, the DMI displays a brake selection interface, and at this time, a driver end is required to perform operations, where the operations include:
operation b 1: the driver end presses a button selection to set the deceleration rate to stop the vehicle, the DMI subtracts the elapsed time of the driver end selection from the countdown time (total time) configured in the configuration file, and displays the countdown. And when the train braking deceleration rate can reach the braking deceleration rate corresponding to the fault scene, keeping the countdown unchanged, stopping the train, confirming by a driver end, and ending the task. And when the braking deceleration rate is smaller than or exceeds the braking deceleration rate corresponding to the fault scene, the countdown is reduced by 1 per second, if the countdown is reduced to 0, the vehicle-mounted equipment applies the maximum service brake, the train stops, the vehicle-mounted equipment allows the driver end to confirm that the maximum service brake is released, and the task is ended.
Operation b 2: and pressing a button at the driver end to select to immediately apply the maximum service brake, applying the maximum service brake by the vehicle-mounted equipment, stopping the train and ending the task.
Operation b 3: and the driver end does not perform selection operation within the time specified by the countdown, the countdown is 0, the vehicle-mounted equipment applies the maximum service brake, the train stops, and the task is finished.
As shown in fig. 3, when the speed measuring and ranging sensor of the heavy-duty train fails or the speed measuring and ranging signal sent by the sensor is not received within the allowable time, the speed measuring and ranging sensor is regarded as a speed measuring and ranging failure, firstly, the DMI outputs failure alarm information, the DMI displays a brake selection interface, and at this time, a driver end is required to perform an operation, where the operation includes:
operation c 1: the driver end presses a button selection to set the deceleration rate for parking, the DMI will subtract the elapsed time of the driver end selection from the countdown time (total time) configured in the configuration file, and display the countdown. And when the train braking deceleration rate can reach the braking deceleration rate corresponding to the fault scene, keeping the countdown unchanged, confirming by a driver end after the train decelerates to the fixed speed limit value, continuously operating the train at the fixed speed limit value, and ending the task. And when the braking deceleration rate is smaller than or exceeds the braking deceleration rate corresponding to the fault scene, the countdown is reduced by 1 per second, if the countdown is reduced to 0, the vehicle-mounted equipment applies the maximum service brake, the train stops, the vehicle-mounted equipment allows the driver end to confirm that the maximum service brake is released, and the task is ended.
Operation c 2: the driver end presses the button to select to immediately apply the maximum service brake, the vehicle-mounted equipment applies the maximum service brake, the train stops, the driver end can continue to operate at the fixed speed limit value after relieving the maximum service brake, and the task is finished.
Operation c 3: the driver end does not perform selection operation within the specified time of countdown, the countdown is 0, the vehicle-mounted equipment applies the maximum service brake, the train stops, the driver end can continue to operate at the fixed speed limit value after relieving the maximum service brake, and the task is finished.
As shown in fig. 4, when a heavy haul train uses a transponder to perform train positioning, the transponder is linked incorrectly, or the train uses satellite positioning, satellite data is unavailable or satellite positioning data cannot be received, the train position is considered to be lost, after the train position is lost, firstly, the DMI outputs failure alarm information, the DMI displays a brake selection interface, and at this time, a driver end is required to perform operation, where the operation includes:
operation d 1: the driver end presses a button selection to set the deceleration rate to stop the vehicle, the DMI subtracts the elapsed time of the driver end selection from the countdown time (total time) configured in the configuration file, and displays the countdown. When the train braking deceleration rate can reach the braking deceleration rate corresponding to the fault scene, the countdown is kept unchanged, the train stops, the train-mounted equipment sets the train driving permission terminal as the maximum safe front end, the driver end allows the train to be switched into the visual mode to continue running after confirming, and the task is ended. And when the braking deceleration rate is smaller than or exceeds the braking deceleration rate corresponding to the fault scene, the countdown is reduced by 1 per second, if the countdown is reduced to 0, the vehicle-mounted equipment applies the maximum service brake, the train stops, the vehicle-mounted equipment sets the train driving permission terminal as the maximum safe front end, the driver end is allowed to shift to the visual mode to continue running after confirmation, and the task is ended.
Operation d 2: the driver end presses the button to select to apply the emergency brake immediately, the vehicle-mounted equipment applies the emergency brake, the train stops, the vehicle-mounted equipment sets the train driving permission terminal as the maximum safe front end, the driver end allows to shift to the visual mode to continue the operation after confirming, and the task is finished.
Operation d 3: and the driver end does not perform selection operation within the specified time of countdown, the countdown is 0, the vehicle-mounted equipment applies emergency braking, the train stops, the vehicle-mounted equipment sets the train running permission terminal as the maximum safe front end, the driver end is allowed to switch to the visual mode to continue running after confirmation, and the task is ended.
While the invention has been described with reference to specific embodiments, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (5)
1. A brake control method suitable for heavy-duty train vehicle-mounted equipment is characterized by comprising the following steps:
step 1, equipment failure occurs in a heavy-load freight train;
step 2, the vehicle-mounted equipment outputs an alarm prompt tone through the DMI, displays a brake selection interface and displays countdown;
step 3, the driver end selects a braking mode through a DMI key, and selects to immediately output braking or reduce the vehicle speed by a set deceleration rate;
step 4, if the driver end does not select or select the set deceleration rate to reduce the vehicle speed and then does not brake and decelerate, the countdown is continuously reduced, and when the countdown is reduced to 0, the vehicle-mounted equipment applies emergency braking or maximum common braking;
the fault scene comprises wireless communication fault, train loss integrity, speed and distance measuring fault and train position loss;
when a wireless communication fault occurs, firstly, the DMI outputs fault alarm information, and simultaneously displays a brake selection interface, at the moment, a driver end is required to operate, and the operation comprises the following steps:
operation a 1: the driver end presses a button to select to stop at a set deceleration rate, the DMI subtracts the time used by the driver end in the selection from the total countdown time configured in the configuration file, and displays the countdown; when the braking deceleration rate of the train can reach the braking deceleration rate corresponding to the fault scene, keeping the countdown unchanged, if the train receives an effective wireless message, recovering the wireless communication state, automatically relieving the braking by the vehicle-mounted equipment, ending the task, and if the effective wireless message is not received until the train stops, relieving the braking by the vehicle-mounted equipment after the train stops; when the braking deceleration rate is smaller than or exceeds the braking deceleration rate corresponding to the fault scene, the countdown is decreased by 1 per second, if the countdown is decreased to 0, the vehicle-mounted equipment applies the maximum service brake, the train stops, and the task is ended;
operation a 2: the driver end presses a button to select to immediately apply the maximum service brake, the vehicle-mounted equipment applies the maximum service brake, the train stops, the vehicle-mounted equipment relieves the maximum service brake, and the task is finished;
operation a3, if the driver end does not perform selection operation within the specified time of countdown, the countdown is 0, the vehicle-mounted equipment applies the maximum service brake, the train stops, the vehicle-mounted equipment relieves the maximum service brake, and the task is ended;
when the integrity of the heavy-duty train is lost, firstly outputting fault alarm information by a DMI (digital mobile interface), and if the heavy-duty train is in a complete or guide mode, displaying a brake selection interface by the DMI, wherein a driver end is required to perform operation, and the operation comprises the following steps:
operation b 1: the driver end presses a button to select to stop at a set deceleration rate, the DMI subtracts the time used by the driver end in the selection from the total countdown time configured in the configuration file, and displays the countdown; when the train braking deceleration rate can reach the braking deceleration rate corresponding to the fault scene, keeping the countdown unchanged, stopping the train, confirming by a driver end, and ending the task; when the braking deceleration rate is smaller than or exceeds the braking deceleration rate corresponding to the fault scene, the countdown is reduced by 1 per second, if the countdown is reduced to 0, the vehicle-mounted equipment applies the maximum service brake, the train stops, the vehicle-mounted equipment allows a driver end to confirm that the maximum service brake is released, and the task is ended;
operation b 2: the driver end presses a button to select to immediately apply the maximum service brake, the vehicle-mounted equipment applies the maximum service brake, the train stops and the task is finished;
operation b 3: the driver end does not perform selection operation within the specified time of countdown, the countdown is 0, the vehicle-mounted equipment applies the maximum service brake, the train stops and the task is finished;
when the speed measuring and ranging sensor of the heavy-duty train fails or the speed measuring and ranging signal sent by the sensor is not received within the allowable time, the speed measuring and ranging sensor is regarded as a speed measuring and ranging fault, firstly, the DMI outputs fault alarm information, the DMI displays a brake selection interface, and at the moment, a driver end is required to operate, and the operation comprises the following steps:
operation c 1: the driver end presses a button to select to stop the vehicle at a set deceleration rate, the DMI subtracts the time spent by the driver end in the selection from the total countdown time configured in the configuration file, and displays the countdown; when the train braking deceleration rate can reach the braking deceleration rate corresponding to the fault scene, keeping the countdown unchanged, confirming by a driver end after the train decelerates to the fixed speed limit value, continuing to operate by the fixed speed limit value, and ending the task; when the braking deceleration rate is smaller than or exceeds the braking deceleration rate corresponding to the fault scene, the countdown is reduced by 1 per second, if the countdown is reduced to 0, the vehicle-mounted equipment applies the maximum service brake, the train stops, the vehicle-mounted equipment allows a driver end to confirm that the maximum service brake is released, and the task is ended;
operation c 2: the driver end presses a button to select to immediately apply the maximum service brake, the vehicle-mounted equipment applies the maximum service brake, the train stops, the driver end can continue to operate at a fixed speed limit value after relieving the maximum service brake, and the task is finished;
operation c 3: the driver end does not perform selection operation within the specified time of countdown, the countdown is 0, the vehicle-mounted equipment applies the maximum service brake, the train stops, the driver end can continue to operate at the fixed speed limit value after relieving the maximum service brake, and the task is ended;
when the train position is lost, firstly, the DMI outputs fault alarm information, the DMI displays a brake selection interface, and at the moment, a driver end is required to operate, and the operation comprises the following steps:
operation d 1: the driver end presses a button to select to stop the vehicle at a set deceleration rate, the DMI subtracts the time spent by the driver end in the selection from the total countdown time configured in the configuration file, and displays the countdown; when the train braking deceleration rate can reach the braking deceleration rate corresponding to the fault scene, keeping the countdown unchanged, stopping the train, setting a train driving permission terminal as a maximum safe front end by the vehicle-mounted equipment, allowing the driver end to switch to a visual mode to continue running after confirmation, and ending the task; when the braking deceleration rate is smaller than or exceeds the braking deceleration rate corresponding to the fault scene, the countdown is reduced by 1 per second, if the countdown is reduced to 0, the vehicle-mounted equipment applies the maximum service brake, the train stops, the vehicle-mounted equipment sets the train running permission terminal as the maximum safe front end, the driver end is allowed to switch to the visual mode to continue running after confirming, and the task is ended;
operation d 2: the driver end presses the button to select to immediately apply emergency braking, the vehicle-mounted equipment applies the emergency braking, the train stops, the vehicle-mounted equipment sets a train running permission terminal as the maximum safe front end, the driver end allows to switch to a visual mode to continue running after confirming, and the task is finished;
operation d 3: the driver end does not perform selection operation within the specified time of countdown, the countdown is 0, the vehicle-mounted equipment applies emergency braking, the train stops, the vehicle-mounted equipment sets the train driving permission terminal as the maximum safe front end, the driver end is allowed to shift to the visual mode to continue operation after confirmation, and the task is finished.
2. The brake control method for the on-board equipment of the heavy-duty train as claimed in claim 1, wherein the brake deceleration rate and the countdown time are configured by a configuration file, different values are configured according to different types of vehicles, lengths of vehicles, gross weights, loads and line condition factors, and the values are read after the on-board equipment is powered on.
3. The brake control method suitable for the vehicle-mounted equipment of the heavy-duty train according to claim 1, wherein the occurrence of the wireless communication fault is specifically: when a heavy-duty train and other equipment perform wireless communication, the condition that the wireless communication is disconnected and the received wireless message exceeds the allowable time can cause potential safety hazards is caused.
4. The brake control method suitable for the heavy-duty train vehicle-mounted equipment according to claim 1, wherein the train position loss is specifically: when the heavy haul train uses the transponder to position the train, the transponder is linked wrongly, or the train uses the satellite positioning, the satellite data is unavailable or can not receive the situation of the satellite positioning data.
5. The brake control method for the vehicle-mounted equipment of the heavy-duty train as claimed in claim 1, wherein if the driver selects to set the deceleration rate to stop, the brake method is triggered again, if the countdown and deceleration rate of the newly triggered brake are more strict, the new countdown and deceleration rate is adopted, otherwise the current state is maintained.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011540033.7A CN112572534B (en) | 2020-12-23 | 2020-12-23 | Brake control method suitable for heavy-duty train vehicle-mounted equipment |
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