CN112849215A - Active protection system and method for train debugging - Google Patents
Active protection system and method for train debugging Download PDFInfo
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- CN112849215A CN112849215A CN201911101513.0A CN201911101513A CN112849215A CN 112849215 A CN112849215 A CN 112849215A CN 201911101513 A CN201911101513 A CN 201911101513A CN 112849215 A CN112849215 A CN 112849215A
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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
- B61L15/0018—Communication with or on the vehicle or vehicle train
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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
- B61L15/0072—On-board train data handling
Abstract
The invention provides an active protection system for train debugging, which comprises: the train braking system comprises a signal transmitting end used for transmitting a sensing signal on the train, a signal response end used for receiving the sensing signal of the signal transmitting end and transmitting a feedback signal on a test run line, and a data processor used for processing the sensing signal and the feedback signal on the train and judging whether the train meets a braking triggering condition according to a processing result, wherein when the train meets the braking triggering condition, the data processor controls the train to stop emergently. By adopting the active protection system, the stopping distance of the train can be calculated in real time, a control signal for controlling the emergency stop of the train is generated, and the train is immediately braked emergently when the accident risk of the train is diagnosed, so that the abnormal approach of the train and the bumper is fundamentally avoided, the potential safety hazard in the prior art is overcome, and the material loss and the personnel damage are effectively reduced.
Description
Technical Field
The invention relates to the technical field of rail transit safety protection, in particular to an active protection system and method for train debugging.
Background
Before the subway train and other rail transit trains leave a factory, after the large frame is repaired, and when major technology is changed, the rail transit trains need to be completely and dynamically debugged for several times on a test run line so as to ensure that the trains meet the normal passenger carrying operation conditions. However, when the Train test line is debugged, the ATP (Automatic Train Protection) Protection system for Train signals is not turned on, and the length of the Train test line is short, generally not more than 3km, so that a driver needs to concentrate on driving, and the Train is decelerated and stopped in time when the Train is about to run to the end of the line. In the prior art, if the train is not stopped in a deceleration way, the train can only be prevented from rushing out of a test train line by means of a stop at the tail end of the line, as shown in figure 1. Wherein, fig. 1A is one of sliding car stops, and fig. 1B is one of firm car stops. The car bumper depends on mechanical force to act on the train, so that the train is forcibly stopped.
When the train is at the line of taking a trial run dynamic debugging, because the terminal protection of traditional line of taking a trial run relies on the driver to park in advance, perhaps provides mechanical force by the car bumper at the line of taking a trial run end and acts on the train and make the train stop by force, and the operation requirement to the driver is high, negligence at the driver, perhaps under the circumstances such as train speed is too fast, adopts prior art to carry out safety protection, and the train still is likely to break the car bumper, can lead to the train to rush out the terminal problem that causes equipment damage and casualties of taking a trial run. For example, derailment of a train or a train rushing out of a test-line track may cause damage to equipment or injury to workers, as shown in fig. 2.
Disclosure of Invention
In order to solve the problems, the invention provides an active protection system for train debugging, which can make a train brake in advance when the possibility of colliding with a train stop exists in the process of diagnosing the train debugging, thereby fundamentally avoiding the approach of the train and the train stop and further avoiding a series of subsequent hazards. In one embodiment, the system comprises:
the signal transmitting end is arranged on the train and used for actively transmitting the sensing signal;
the signal response end is arranged at a set position of the test run circuit and used for receiving the sensing signal of the signal transmitting end and transmitting a feedback signal; and
and the data processor is arranged on the train and is used for processing the sensing signal and the feedback signal, judging whether the train meets a braking triggering condition according to a processing result, and if so, sending a braking control signal to a braking module to control the train to realize emergency braking.
In a preferred embodiment, the data processor comprises:
a controller for processing the sensing signal and the feedback signal data and outputting a braking control signal according to a result of the data processing, an
And the intermediate signal processor is directly controlled by the output signal of the controller.
In an optional embodiment, the signal transmitting end adopts a range radar which is arranged at the head of the train and is used for actively sending out a sensing signal to the front of the train in running;
the signal response end adopts a transponder matched with the ranging radar, the transponder is arranged at the tail end of the test run line and at a set distance from the car bumper, and the transponder sends a feedback signal to the direction of the ranging radar after receiving a sensing signal transmitted by the ranging radar;
wherein the set distance is determined according to the time delay of the transponder sending the feedback signal.
In one embodiment, the controller further comprises:
a data receiving unit for receiving data of the sensing signal and data of a feedback signal;
the calculating unit is used for calculating the real-time distance between the train and the train stop of the train test line according to the data of the sensing signals and the data of the feedback signals and calculating the speed and the stopping distance of the train according to the real-time distance;
and the braking signal generating unit is used for judging whether the train meets a braking trigger condition or not by utilizing the stopping distance, and if so, generating and outputting a braking control signal.
Further, in one embodiment, the calculation unit calculates the stopping distance S of the train according to the following formula:
S＝V2/2a
and V is the real-time speed of the train, a is the real-time deceleration of the train, and V and a are obtained by calculation according to the data of the sensing signals, the data of the feedback signals and the real-time distance.
In one embodiment, the intermediate signal controller is a relay, and the braking signal generating unit determines whether the train satisfies a braking triggering condition according to the following logic:
if the parking distance S is greater than Slimit+ L, judging that the train does not meet the brake triggering condition, continuously outputting a high-level signal to the relay without outputting a brake control signal by the brake signal generating unit, so that the relay is kept electrified, a contact of an emergency brake loop of the relay connected in the brake module in series is kept closed, and the train keeps a running state;
if the parking distance S is less than or equal to SlimitIf the brake trigger condition is met, the train is judged to meet the brake trigger condition, the brake signal generating unit outputs a brake control signal, the high level output to the relay is stopped, the relay is powered off, a contact of the relay connected in the train emergency brake loop in series is disconnected, and the train is triggered to realize emergency stop;
wherein S islimitAnd L is a distance between the train at the current moment and a train stop at the tail end of the test run line, and the distance is adjusted according to the response time of the protection system controller.
In an optional embodiment, the signal transmitting end adopts an RFID signal transmitter, which is arranged at the bottom of the front end of the train and used for vertically transmitting an RFID sensing signal to the ground;
the signal response end adopts an RFID induction tag, is arranged at a set position away from a vehicle gear of the test run line, and is used for inducing the RFID sensing signal and sending a feedback signal;
and the distance between the RFID sensing tag and the train stop of the train test line is greater than the maximum emergency braking distance of the train.
Further, in one embodiment, the data processor receives the feedback signal of the RFID induction tag, which indicates that the train meets the braking triggering condition, and sends a braking control signal to enable the train to implement emergency braking.
In an optional embodiment, the intermediate signal controller adopts a mosfet driver, and the mosfet driver is connected with an emergency braking loop of the braking module through a close-distance contact;
the braking signal generating unit of the controller judges whether the train meets a braking triggering condition according to the following logic:
if the parking distance S is greater than Slimit+ L, judging that the train does not meet the brake triggering condition, and enabling the contact of the mosfet driver connected to the emergency braking loop of the braking module to be kept closed and the train to be kept in a running state, wherein the brake signal generating unit does not output a brake control signal;
if the parking distance S is less than or equal to Slimit+ L, judging that the train meets the brake triggering condition, and outputting a brake control signal by the brake signal generating unit to disconnect the contact of the mosfet driver connected to the emergency brake loop of the train and trigger the train to realize emergency stop;
wherein S islimitAnd L is a distance between the train at the current moment and a train stop at the tail end of the test run line, and the distance is adjusted according to the response time of the protection system controller.
Based on the above active protection system and other aspects of the present invention, the present invention further provides an active protection method for train debugging, including:
actively transmitting a sensing signal to a set direction according to a set frequency based on a train in debugging;
receiving the sensing signal and sending a feedback signal in a reverse direction of the sensing signal:
and analyzing and calculating the data of the sensing signals and the feedback signals, judging whether the train meets a braking triggering condition according to a processing result, and if so, sending a braking control signal to a braking module to control the train to realize emergency braking.
Compared with the closest prior art, the invention also has the following beneficial effects:
the invention provides an active protection system for train debugging, which comprises a signal transmitting end used for transmitting a sensing signal on a train, a signal response end used for receiving the sensing signal of the signal transmitting end and transmitting a feedback signal on a test run, and a data processor used for processing the sensing signal and the feedback signal on the train and judging whether the train meets a braking triggering condition according to a processing result, wherein the data processor controls the train to stop emergently when the train meets the braking triggering condition. By adopting the active protection system, the control signal for controlling the emergency stop of the train is generated according to the calculated real-time stopping distance, and when the accident risk of the train is diagnosed, the train is immediately braked emergently, so that the collision between the train and a bumper is fundamentally avoided, the potential safety hazard still existing in the prior art is overcome, the material loss and the personnel damage are reduced, and the reliable safety guarantee is provided for debugging personnel and train equipment.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the principles of the invention and not to limit the invention. In the drawings:
FIG. 1 is a schematic view of a physical bumper of a prior art protection scheme provided by the present invention;
FIG. 2 is a scene of an accident in which a train is unexpectedly derailed due to driver negligence in the prior art provided by the present invention;
FIG. 3 is a schematic structural diagram of an active protection system for train commissioning according to an embodiment of the present invention;
FIG. 4 is an internal circuit diagram of a data processor in the active protection system for train debugging according to the embodiment of the present invention;
fig. 5 is a schematic diagram illustrating a location of a ranging module in an active protection system for train debugging according to an embodiment of the present invention;
FIG. 6 is a schematic connection diagram of an active protection system accessing an emergency braking loop for train commissioning provided by an embodiment of the present invention;
FIG. 7 is a schematic connection diagram of the active protection system for train debugging provided by the embodiment of the invention not accessing the emergency braking loop;
fig. 8 is a schematic flowchart of an active protection method for train commissioning according to an embodiment of the present invention.
Detailed Description
The following detailed description will be provided for the embodiments of the present invention with reference to the accompanying drawings and examples, so that the practitioner of the present invention can fully understand how to apply the technical means to solve the technical problems, achieve the technical effects, and implement the present invention according to the implementation procedures. It should be noted that, unless otherwise conflicting, the embodiments and features of the embodiments of the present invention may be combined with each other, and the technical solutions formed are all within the scope of the present invention.
When the rail transit train leaves the factory after at the time of the dynamic debugging of test run, because the terminal protection of traditional test run relies on driver's control to stop in advance, perhaps provides mechanical force by the car bumper at test run end and acts on the train and make the train stop by force, operation requirement to the driver is high, in driver's carelessness, perhaps under the circumstances such as train speed is too fast, adopt prior art to carry out safety protection, the train still can break the car bumper, can appear because the operation leads to the train to rush out test run end because the operation is rigorous inadequately and causes the problem of equipment harm or casualties.
In order to solve the problems, the invention provides an active protection system for train debugging, which collects real-time signal data in a train debugging process by means of a signal transmitting end and a signal corresponding end, judges whether a train meets a brake triggering condition or not according to the signal data analysis by a data processor, generates and outputs a brake control signal at the moment when the train meets the brake triggering condition, controls the emergency braking of the train, namely, the emergency stop is carried out in advance before the collision danger in the current trial run process is detected, so that the abnormal approach of the train and a stop is fundamentally avoided, the occurrence of a series of subsequent hazards is avoided, and the material loss and the personnel damage are reduced. Various embodiments of the present invention will be described below with reference to the accompanying drawings.
Fig. 3 shows a schematic structural diagram of an active protection system for train commissioning according to an embodiment of the present invention, and as can be seen from fig. 3, the active protection system 1 includes:
and the signal transmitting terminal 11 is arranged on the train and is used for actively transmitting the sensing signal.
And the signal response end 13 is arranged at a set position of the test run line, and is used for receiving the sensing signal of the signal transmitting end 11 and transmitting a feedback signal.
And the data processor 15 is arranged on the train, the data processor 15 is in communication connection with the signal transmitting terminal 11, and is used for processing the sensing signal and the feedback signal, judging whether the train meets a braking triggering condition according to a processing result, and if so, sending a braking control signal to the braking module to control the train to realize emergency braking.
FIG. 4 is a schematic diagram of an internal circuit of a data processor of an active guarding system according to an embodiment of the invention. As can be appreciated with reference to fig. 4, in one embodiment, the data processor 15 comprises:
a controller for processing the sensing signal and the feedback signal data and outputting a braking control signal according to the data processing result, an
And an intermediate signal processor directly controlled by the output signal of the controller.
Further, the controller includes: a data receiving unit for receiving data of the sensing signal and data of the feedback signal;
the calculating unit is used for calculating the real-time distance between the train and the train stop of the train test line according to the data of the sensing signals and the data of the feedback signals and calculating the speed and the stopping distance of the train according to the real-time distance;
and the brake signal generating unit is used for judging whether the train meets the brake triggering condition or not by utilizing the stopping distance, and if so, generating and outputting a brake control signal. In a preferred embodiment, the signal transmitting terminal 11 of the active protection system of the present invention employs a range radar, and the signal responding terminal 13 employs a transponder matched with the range radar. Fig. 5 is a schematic diagram illustrating a setup position of the active protection system according to an embodiment of the present invention. As shown in fig. 5, according to the present embodiment, the ranging radar of the active protection system is disposed at the head of the train for actively sending a sensing signal to the front of the train.
In this embodiment, the transponder of the active protection system of the present invention is disposed at the end of the test run line and at a set distance from the car bumper, and after receiving the sensing signal transmitted by the ranging radar, the transponder sends a feedback signal to the direction in which the ranging radar is located. Wherein the set distance is determined based on a time delay for the transponder to transmit the feedback signal.
In practical application, the signal transmitting terminal 11, the signal responding terminal 13 and the data processor 15 of the embodiment adopt portable devices and components, the portable data processor is usually placed on a train, the ranging radar is placed at the front end of the train, the transmitting direction of the radar wave faces the front end of the train, and the radar is not easy to shake along with the running of the train. The transponder is mounted at the end of the test line, at a set distance in front of the bumper, as shown in fig. 5. The set emission parameters of the range radar are set according to the length of the train test line, the configuration of the train and the configuration parameters of the range radar.
In a preferred embodiment, the intermediate signal controller of the data processor 15 employs a relay,
in the application of the active protection system, the contacts of the relay of the data processor 15 are connected to the emergency braking loop of the braking module through a pair of close-range terminals, as shown in fig. 6. When the active protection system is not applied, the emergency braking loop of the braking module is in short circuit with the contact points by using the short circuit pieces, as shown in the attached figure 7.
In one embodiment, the controller further comprises a data storage unit for storing real-time distance data, real-time train speed and stopping distance during the test run. Wherein the calculation unit of the controller calculates a stopping distance S of the train according to:
S＝V2/2a
v is the real-time speed of the train, a is the real-time deceleration of the train, and V and a are obtained through calculation according to the data of the sensing signals, the data of the feedback signals and the real-time distance.
In the process of train debugging application, once the relay of the data processor loses power, the train can be stopped emergently. The active protection system compares the stopping distance S with the distance Slimit from the train to the terminal in real time, and performs protection control according to the result, wherein the specific control logic is as follows: the active protection system controller braking signal generating unit judges whether the train meets the braking triggering condition according to the following logic:
if the parking distance S is greater than SlimitAnd + L, judging that the train does not meet the brake triggering condition, continuously outputting a high-level signal to the relay without outputting a brake control signal by the brake signal generating unit, keeping the relay energized, keeping a contact of an emergency brake loop of the relay connected in the brake module closed, and keeping the train in a running state. Emergency braking caused by power failure of the relay in the embodiment can not occur under the condition, and emergency stop caused by the protection device can not occur. In a preferred example, the emergency braking loop of the brake module may employ the train's own emergency braking circuit assuming a close proximity termination.
If the parking distance S is less than or equal to Slimit+ L, then judging that the train meets the brake triggering condition, and brakingThe signal generation unit outputs a brake control signal, stops outputting high level to the relay, enables the relay to lose power, and triggers the train to realize emergency stop when the relay is connected into a contact of the train emergency brake loop in series and is disconnected. Wherein S islimitAnd L is a distance between the train at the current moment and a train stop at the tail end of the test run line, and the distance is debugged and set according to the response time of the protection system.
In this embodiment, based on the working principle, the relay belongs to the relay with the "low distance with emphasis" that is controlled by the direct output of controller, and based on this, the control principle of this embodiment is as follows: when the parking distance S is larger than SlimitAt + L, the brake signal generating unit outputs a DC110V high level signal, so that the relay is powered "at a low distance from the end point", the relay is connected in series with the contact of the emergency brake loop of the brake module and is closed, and the vehicle continues to run. The emergency braking caused by the power failure of the relay of the active protection system can not occur, and the emergency stop caused by the protection device can not occur. In a preferred example, the emergency braking loop of the brake module adopts an own emergency braking circuit of the vehicle assuming a close-range terminal.
When the parking distance S is less than or equal to SlimitAt + L, the brake signal generating unit stops outputting the DC110V high level, so that the relay is powered off when the distance between the relay and the terminal point is low, the contact point of the relay connected in the emergency brake loop of the vehicle in series is disconnected, and the emergency brake relay of the brake module is powered off and triggers emergency stop.
Wherein S islimitAnd L is a distance between the vehicle at the current moment and a vehicle bumper at the tail end of the test run line, and debugging and setting are carried out according to the response time of the protection system.
Based on the active protection system of the present invention, it should be noted that, the data processor, the ranging radar and the transponder in this embodiment are all of portable structures or are provided with portable fixed components, and are detachable and suitable for at least one line and at least one train.
The active protection system based on the embodiment of the invention carries out train debugging, actively acquires and updates train distance data and speed data in real time through the sensing module, calculates the real-time stopping distance of the train in the debugging process in real time through the controller, and immediately controls the brake level signal of an internal circuit when the stopping distance meets the set condition, namely, the brake control signal is sent out when the current train has the risk of accidents, so that the train stops without time difference, the accident condition in the train debugging process can be effectively prevented, the protection reliability is far higher than that of the stop protection device in the prior art, and meanwhile, the material consumption in the test run process is greatly reduced.
Moreover, the related components in the active protection system are designed to be portable and convenient to install, can be suitable for different trains on different lines, can be installed and used only when the test run is debugged, and can be detached once the debugging is finished. The train failure point detection device is not used as a fixed accessory of the train, the purchasing cost of the train cannot be additionally increased, and the train failure point cannot be additionally increased due to the fact that the train failure point detection device is used as a long-term accessory. And the invention adopts a dynamic distance calculation method, updates the distance threshold value in real time according to different speeds and decelerations, does not shorten the usable section of the test lane, and can ensure the use efficiency of the test lane.
In another embodiment, based on other aspects of the present invention, the signal transmitting terminal 11 employs an RFID signal transmitter, which is disposed at the bottom of the front end of the train for transmitting an RFID sensing signal vertically to the ground.
The signal response end 13 adopts an RFID induction tag, which is arranged at a set position away from the vehicle gear of the test run line, and is used for inducing an RFID sensing signal and sending a feedback signal. The distance between the RFID sensing tag and the train stop of the train test line is larger than the maximum emergency braking distance of the train. Wherein, reid (radio Frequency identification) is a radio Frequency identification technology. In this embodiment, a set of RFID antenna assemblies is used to replace the ranging radar and transponder in the above-described embodiments, wherein the transmitting end (designed to be conveniently disposed on the train underframe) is disposed on the train, the sensing end tag is disposed on the test run track, and the distance from the sensing end to the test run end needs to be greater than the maximum emergency braking distance of the train (according to formula V)max 2＝2a1s1Is calculated to obtain wherein VmaxIs the maximum running speed of the train, a1Being a trainEmergency braking deceleration, s1The distance between the sensing end and the end point of the test line) and reserving a certain length allowance according to the reaction time of the system.
In this arrangement, the controller is logically configured to generate an emergency braking signal when the train passes by the ground RFID tag. That is, the data processor 15 receives the feedback signal of the RFID induction tag, which indicates that the train meets the braking triggering condition, and sends a braking control signal to make the train implement emergency braking. The scheme can also avoid the collision between the train and the bumper. However, compared with the scheme of the above embodiment of the present invention, the scheme of the present invention has a lower utilization rate for the length of the test run line.
Based on other aspects of the present invention, in another embodiment, the intermediate signal controller of the data processor 15 employs a mosfet driver, which is connected to the emergency braking loop of the braking module through a close-range contact;
the braking signal generating unit of the controller judges whether the train meets a braking triggering condition according to the following logic:
if the parking distance S is greater than SlimitAnd + L, judging that the train does not meet the brake triggering condition, wherein the brake signal generating unit does not output a brake control signal, so that a contact of the mosfet driver connected to the emergency brake loop of the brake module is kept closed, and the train keeps a running state. If the parking distance S is less than or equal to SlimitAnd + L, judging that the train meets the brake triggering condition, and outputting a brake control signal by the brake signal generating unit to disconnect a contact of the mosfet driver connected to the emergency brake loop of the train and trigger the train to realize emergency stop. Wherein S islimitAnd L is a distance between the train at the current moment and a train stop at the tail end of the test run line, and the distance is adjusted according to the response time of the protection system controller.
In this embodiment, the controller directly adopts a logic control unit mode, and the interior adopts mosfet logic control to provide contacts for an emergency braking loop. The mosfet driver is a high-frequency high-voltage gate driver, and two N-channel mosfets can be driven by using a synchronous DC/DC converter and a power supply voltage of up to 100V. The strong driving capability reduces the switching losses in mosfets with high gate capacitance. Configured for two power independent inputs. The high-voltage side input logic signal is internally level-shifted to a bootstrap power supply, the power supply can operate under the voltage condition that the high-voltage ground potential reaches 114V, the embodiment can also achieve the invention purpose of the invention, the risk that a train collides a stop or rushes out of a track due to driver negligence in the train debugging process is effectively reduced, and reliable safety guarantee can be provided for debugging personnel and train equipment.
In the active protection system for train debugging provided by the embodiment of the invention, each module or unit structure can independently operate or operate in a combined manner according to test requirements, so that corresponding technical effects are realized.
Based on other aspects of the invention, the invention also provides an active protection method for train debugging. Fig. 8 shows a flowchart of an active protection method for train commissioning according to an embodiment of the present invention. As can be seen from the information disclosed in fig. 8, the method includes: step S810, actively transmitting a sensing signal to a set direction according to a set frequency based on the train in debugging.
Step S820, receiving the sensing signal and sending a feedback signal in the opposite direction of the sensing signal.
And S830, analyzing and calculating data of the sensing signals and the feedback signals, judging whether the train meets a braking triggering condition according to a processing result, and if so, sending a braking control signal to a braking module to control the train to realize emergency braking.
In a preferred embodiment, in step S810, a sensing signal is actively transmitted to the front of train traveling using a ranging radar provided on the train.
In step S820, a transponder disposed at a set distance before the trial-run gear receives a sensing signal transmitted by the ranging radar, and transmits a feedback signal to a direction in which the ranging radar is located.
In step S830, the data processor is utilized to analyze and calculate the data of the sensing signal and the feedback signal, and then determine whether the train meets the braking triggering condition according to the processing result, and if so, send a braking control signal to the braking module to control the train to implement emergency braking. Specifically, the data processor includes a controller and a relay controlled by the direct output of the controller. In practical application, the contact of the relay of the data processor is connected into the emergency braking loop of the braking module through a pair of close-range terminals. In addition, when the active protection system is not applied, a short-circuit piece is adopted for short-circuit between the emergency braking loop connecting contact points of the braking module.
Specifically, in this embodiment, the data processor is used to obtain the real-time distance between the trains according to the information sensed by the ranging radar, and calculate the real-time speed V of the trains and the real-time deceleration a of the trains. Further, the calculation unit of the controller calculates a stopping distance S of the train by the following formula:
S＝V2/2a。
in the process of train debugging application, when the stopping distance S is more than SlimitAt + L, the brake signal generating unit of the controller outputs a DC110V high level signal, so that the relay is powered "at a low distance from the terminal", the contact of the emergency brake loop of the relay connected in series with the brake module is closed, and the train continues to run.
When the parking distance S is less than or equal to SlimitWhen the brake signal is + L, the brake signal generating unit of the controller stops outputting DC110V high level, so that the relay is powered off when the distance between the relay and the terminal is low, and the contact of the emergency brake loop of the brake module connected in series with the relay is disconnected, so that the emergency brake relay of the train is powered off and triggers emergency stop.
Wherein S islimitAnd L is a distance between the train at the current moment and a train stop at the tail end of the test run line, and the distance is debugged and adjusted according to the response time of the active protection system.
By adopting the active protection method of the embodiment, the train running state which is actively obtained and updated in real time is obtained, for example, the real-time distance data and the speed data of the train are obtained, the real-time stopping distance of the train in the debugging process is calculated, and when the stopping distance meets the set conditions, the corresponding braking level signal is controlled in real time, namely, the braking control signal is sent out when the current train has the risk of accidents, so that the train stops without time difference, the accidents in the debugging process of the train can be effectively prevented, and the accidental material loss and the casualty rate are greatly reduced.
It is to be understood that the disclosed embodiments of the invention are not limited to the particular structures, process steps, or materials disclosed herein but are extended to equivalents thereof as would be understood by those ordinarily skilled in the relevant arts. It is also to be understood that the terminology used herein is for the purpose of describing particular embodiments only, and is not intended to be limiting.
Reference in the specification to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the invention. Thus, appearances of the phrase "an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment.
Although the embodiments of the present invention have been described above, the above descriptions are only for the convenience of understanding the present invention, and are not intended to limit the present invention. 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 as defined by the appended claims.
Claims (10)
1. An active protection system for train commissioning, the system comprising:
the signal transmitting end is arranged on the train and used for actively transmitting the sensing signal;
the signal response end is arranged at a set position of the test run circuit and used for receiving the sensing signal of the signal transmitting end and transmitting a feedback signal; and
and the data processor is arranged on the train and is used for processing the sensing signal and the feedback signal, judging whether the train meets a braking triggering condition according to a processing result, and if so, sending a braking control signal to a braking module to control the train to realize emergency braking.
2. The active defense system of claim 1, wherein the data processor comprises:
a controller for processing the sensing signal and the feedback signal data and outputting a braking control signal according to a result of the data processing, an
And the intermediate signal processor is directly controlled by the output signal of the controller.
3. The active protection system of claim 1 or 2,
the signal transmitting end adopts a ranging radar which is arranged at the head of the train and is used for actively sending a sensing signal to the front of the train in running;
the signal response end adopts a transponder matched with the ranging radar, the transponder is arranged at the tail end of the test run line and at a set distance from the car bumper, and the transponder sends a feedback signal to the direction of the ranging radar after receiving a sensing signal transmitted by the ranging radar;
wherein the set distance is determined according to the time delay of the transponder sending the feedback signal.
4. The active protection system of claim 3, wherein the controller further comprises:
a data receiving unit for receiving data of the sensing signal and data of a feedback signal;
the calculating unit is used for calculating the real-time distance between the train and the train stop of the train test line according to the data of the sensing signals and the data of the feedback signals and calculating the speed and the stopping distance of the train according to the real-time distance;
and the braking signal generating unit is used for judging whether the train meets a braking trigger condition or not by utilizing the stopping distance, and if so, generating and outputting a braking control signal.
5. The active protection system of claim 4, wherein the calculation unit calculates a stopping distance S of the train according to:
S＝V2/2a
and V is the real-time speed of the train, a is the real-time deceleration of the train, and V and a are obtained by calculation according to the data of the sensing signals, the data of the feedback signals and the real-time distance.
6. The active protection system of claim 4, wherein the intermediate signal controller is a relay, and the brake signal generating unit determines whether the train satisfies a brake triggering condition according to the following logic:
if the parking distance S is greater than Slimit+ L, judging that the train does not meet the brake triggering condition, continuously outputting a high-level signal to the relay without outputting a brake control signal by the brake signal generating unit, so that the relay is kept electrified, a contact of an emergency brake loop of the relay connected in the brake module in series is kept closed, and the train keeps a running state;
if the parking distance S is less than or equal to SlimitIf the brake trigger condition is met, the train is judged to meet the brake trigger condition, the brake signal generating unit outputs a brake control signal, the high level output to the relay is stopped, the relay is powered off, a contact of the relay connected in the train emergency brake loop in series is disconnected, and the train is triggered to realize emergency stop;
wherein S islimitAnd L is a distance between the train at the current moment and a train stop at the tail end of the test run line, and the distance is adjusted according to the response time of the protection system controller.
7. The active guarding system of claim 1 wherein,
the signal transmitting end adopts an RFID signal transmitter which is arranged at the bottom of the front end of the train and used for vertically transmitting an RFID sensing signal to the ground;
the signal response end adopts an RFID induction tag, is arranged at a set position away from a vehicle gear of the test run line, and is used for inducing the RFID sensing signal and sending a feedback signal;
and the distance between the RFID sensing tag and the train stop of the train test line is greater than the maximum emergency braking distance of the train.
8. The active guarding system of claim 7 wherein,
and the data processor receives the feedback signal of the RFID induction tag, indicates that the train meets the braking triggering condition, and sends a braking control signal to enable the train to realize emergency braking.
9. The active protection system of claim 3, wherein the intermediate signal controller employs a mosfet driver connected to an emergency braking loop of a brake module through a close proximity contact;
the braking signal generating unit of the controller judges whether the train meets a braking triggering condition according to the following logic:
if the parking distance S is greater than Slimit+ L, judging that the train does not meet the brake triggering condition, and enabling the contact of the mosfet driver connected to the emergency braking loop of the braking module to be kept closed and the train to be kept in a running state, wherein the brake signal generating unit does not output a brake control signal;
if the parking distance S is less than or equal to Slimit+ L, judging that the train meets the brake triggering condition, and outputting a brake control signal by the brake signal generating unit to disconnect the contact of the mosfet driver connected to the emergency brake loop of the train and trigger the train to realize emergency stop;
wherein S islimitAnd L is a distance between the train at the current moment and a train stop at the tail end of the test run line, and the distance is adjusted according to the response time of the protection system controller.
10. An active protection method for train commissioning using the system of any one of claims 1 to 9, wherein the method comprises:
actively transmitting a sensing signal to a set direction according to a set frequency based on a train in debugging;
receiving the sensing signal and sending a feedback signal in a reverse direction of the sensing signal:
and analyzing and calculating the data of the sensing signals and the feedback signals, judging whether the train meets a braking triggering condition according to a processing result, and if so, sending a braking control signal to a braking module to control the train to realize emergency braking.
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