CN112977538A - Urban rail vehicle traction safety control system and method - Google Patents
Urban rail vehicle traction safety control system and method Download PDFInfo
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- CN112977538A CN112977538A CN201911214311.7A CN201911214311A CN112977538A CN 112977538 A CN112977538 A CN 112977538A CN 201911214311 A CN201911214311 A CN 201911214311A CN 112977538 A CN112977538 A CN 112977538A
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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
- B61L15/0081—On-board diagnosis or maintenance
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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 is suitable for the technical field of urban rail vehicle network control, and provides a system and a method for controlling the traction safety of an urban rail vehicle, wherein the system comprises the following components: and a state acquisition module. The system comprises a state acquisition module, a network control system and a data processing module, wherein the state acquisition module is connected to a communication bus of the network control system and is used for monitoring subsystems and key components on an urban rail vehicle network in real time and triggering a traction blocking instruction when the subsystems or the key components meet a traction blocking condition; and the network control system outputs the traction blocking instruction and controls a human-computer interface to display the corresponding reason for traction blocking. The states of subsystems and key components in the urban rail vehicle network are monitored, when the subsystems and the key components are abnormal or have faults, a traction blocking instruction can be output, and meanwhile, the reason of the traction blocking is accurately prompted on a human-computer interface, so that the urban rail vehicle operation potential safety hazards can be quickly positioned and checked, and the troubleshooting efficiency is improved.
Description
Technical Field
The invention belongs to the technical field of urban rail vehicle network control, and particularly relates to a traction safety control system and method for an urban rail vehicle.
Background
Urban rail vehicles are concerned by all parties for safety in operation while relieving urban traffic pressure. A network control System (TCMS) is one of the key systems of an urban rail vehicle, and mainly performs the functions of controlling, monitoring and diagnosing the vehicle. When the TCMS works normally, vehicle control is mainly realized by the TCMS, and under the condition that potential safety hazards exist in the vehicle, no matter whether a traction instruction exists or not, the traction safety control function finishes vehicle traction by controlling the vehicle to be in a static or idle working condition, so that the vehicle and passengers are protected.
At present, the traction safety control function of an urban rail vehicle is mainly realized by a hard wire circuit, namely, a system or a component related to vehicle operation safety outputs the fault state or the non-safety state of the system or the component to a relay through a hard wire, and an auxiliary normally closed contact of the relay is connected into a traction safety vehicle wire in series. And only when the traction safety vehicle line is electrified and the vehicle has a traction command, the motor train can be pulled. However, after the hard-wire circuit controls the vehicle to be blocked by traction, drivers and maintainers cannot quickly know the position and the reason of the part triggering the traction blocking, and need to manually check or download data for analysis and check, so that the troubleshooting efficiency is low.
Disclosure of Invention
In view of this, the embodiment of the invention provides a system and a method for controlling the traction safety of an urban rail vehicle, so as to solve the problem of low troubleshooting efficiency in the prior art.
The first aspect of the embodiment of the invention provides a traction safety control system for an urban rail vehicle, which comprises: a state acquisition module;
the state acquisition module is connected to a communication bus of a network control system and used for monitoring subsystems and key components on an urban rail vehicle network in real time and triggering a traction blocking instruction when the subsystems or the key components meet traction blocking conditions; wherein the key component is a component connected to an input-output module;
and the network control system outputs the traction blocking instruction and controls a human-computer interface to display the corresponding reason for traction blocking.
In one embodiment, the urban rail vehicle traction safety control system further comprises a human-computer interface;
the interface of the human-computer interface is connected with the network control system;
the human-computer interface is used for receiving the reason of the traction blockage sent by the network control system when the network control system outputs a corresponding traction blockage instruction, and displaying the reason of the traction blockage on the human-computer interface.
In one embodiment, the urban rail vehicle traction safety control system further comprises: a bypass traction lockout module;
and a bypass traction locking soft button corresponding to the bypass traction locking module is arranged around the human-computer interface and used for triggering bypass traction locking.
In one embodiment, the urban rail vehicle traction safety control system further comprises an alarm device;
the alarm device is connected with the network control system;
and the alarm device is used for receiving the alarm instruction sent by the network control system and giving an alarm prompt while the network control system outputs the corresponding traction blocking instruction.
A second aspect of an embodiment of the present invention provides an urban rail vehicle traction safety control device, which employs the urban rail vehicle traction safety control system according to any one of claims 1 to 4, and the urban rail vehicle traction safety control method includes:
monitoring subsystems and key components on an urban rail vehicle network in real time, wherein the key components are connected to an input and output module;
triggering a traction locking instruction when the subsystem or the key component meets a traction locking condition;
when the triggered traction blocking instruction is detected, the traction blocking instruction is output, and meanwhile, the reason of traction blocking is sent to a human-computer interface so as to control the human-computer interface to display the reason of traction blocking.
In one embodiment, after the outputting the pull-lock command, the method further includes:
while outputting a blocked tractive effort demand command.
In one embodiment, after the outputting the pull-lock command, the method further includes:
and simultaneously triggering an alarm device to alarm.
In one embodiment, after the human-machine interface displays the reason for the traction lockout or triggers an alarm device to give an alarm, the method further comprises the following steps:
detecting whether a traction lockout bypass instruction corresponding to the reason of the traction lockout exists or not;
and if the traction locking bypass instruction corresponding to the reason of the traction locking does not exist, controlling the urban rail vehicle to keep static or coasting, or re-detecting whether the subsystem or the key component meets the traction locking condition.
In one embodiment, after the human-machine interface displays the reason for the traction lockout or triggers an alarm device to give an alarm, the method further comprises the following steps:
and after the urban rail vehicle is checked to be mistakenly blocked by traction, receiving the trigger of a traction blocking bypass soft button and controlling the output of a traction blocking bypass instruction.
In an embodiment, the traction lockout condition includes any one of:
the drivers' cabs at two ends are activated at zero speed;
activating the forward and backward direction commands of the cab to be simultaneously effective at zero speed;
activating a loop-back mode;
when no door opening instruction exists, all doors of the urban rail vehicle are closed inefficiently, and the door closed bypass is also invalid;
the parking brake of the urban rail vehicle is not released, and the parking brake is not released and is ineffective in bypassing;
the total braking wind pressure is lower than a preset pressure value, and the total wind pressure is low and the bypass is ineffective;
when the vehicle speed is higher than the preset vehicle speed under the non-braking working condition, the braking is not relieved, and the braking is not relieved and the bypass is ineffective;
the speed of the urban rail vehicle exceeds a preset speed range;
under an artificial driving mode of an automatic train protection system (ATP), the speed of the urban rail vehicle exceeds the maximum operation speed;
at least four braking systems fail;
a traction system feeds back direction monitoring faults;
the traction system or the auxiliary power supply system feeds back the effectiveness of the power supply position of the workshop;
the emergency braking loop is disconnected;
the same controller area network unit brake control system communication fault or a plurality of brake control system communication faults;
the two-way traction or brake level of the driver controller is invalid;
and the traction or brake instruction acquisition modules which are redundant mutually all have communication faults.
Compared with the prior art, the embodiment of the invention has the following beneficial effects: through setting up the state acquisition module, the state of subsystem and key parts in the control urban rail vehicle network, when subsystem and key parts take place unusually or the trouble, can export and pull the blockade instruction, the while is at human-computer interface accuracy suggestion and is pull the blockade reason to can realize fixing a position fast and troubleshooting to urban rail vehicle operation potential safety hazard, improve troubleshooting efficiency.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the embodiments or the prior art descriptions will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without inventive exercise.
FIG. 1 is a schematic diagram of a traction safety control system of an urban rail vehicle provided by an embodiment of the invention;
FIG. 2 is a schematic diagram of a traction safety control system of an urban rail vehicle provided by another embodiment of the invention;
fig. 3 is a schematic flow chart of an implementation of the method for controlling the safety of urban rail vehicle traction according to the embodiment of the invention.
Detailed Description
In the following description, for purposes of explanation and not limitation, specific details are set forth, such as particular system structures, techniques, etc. in order to provide a thorough understanding of the embodiments of the invention. It will be apparent, however, to one skilled in the art that the present invention may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present invention with unnecessary detail.
In order to explain the technical means of the present invention, the following description will be given by way of specific examples.
Fig. 1 is a schematic diagram of a traction safety control system of an urban rail vehicle according to an embodiment of the present invention, which is described in detail as follows. The urban rail vehicle traction safety control system comprises: a state acquisition module 101. The urban rail vehicle traction safety control system further comprises an original network control system 102 and a human-computer interface 103.
The state acquisition module 101 is connected to a communication bus of the network control system 102 and is used for monitoring subsystems and key components on an urban rail vehicle network in real time and triggering a traction locking instruction when the subsystems or the key components are abnormal; wherein the key component is a component connected to an input-output module; subsystems refer to individual subsystems in an urban rail vehicle network, such as a human-computer interaction module, a vehicle door system module, an air conditioning system module, a passenger system module and the like.
The network control system 102 outputs the traction blocking instruction and controls the human-computer interface 103 to display the corresponding reason for traction blocking.
Above-mentioned urban rail vehicle pulls safety control system through setting up state collection module, monitors the state of subsystem and key component in the urban rail vehicle network, when subsystem and key component take place unusually or the trouble, can output and pull blockade the instruction, simultaneously at the accurate suggestion of human-computer interface and pull blockade the reason to can realize fixing a position fast and troubleshooting to urban rail vehicle operation potential safety hazard, improve troubleshooting efficiency.
Optionally, as shown in fig. 2, the urban rail vehicle traction safety control system further includes a human-machine interface 104; the human-computer interface 104 is connected with the network control system 102;
the human-computer interface 104 is configured to receive a reason for occurrence of the traction lockout, which is sent by the network control system 102, while the network control system 102 outputs a corresponding traction lockout instruction, and display the reason for the traction lockout on the human-computer interface 103.
Optionally, as shown in fig. 2, the urban rail vehicle traction safety control system further includes a bypass traction lockout module 105;
and a bypass traction locking soft button corresponding to the bypass traction locking module 105 is arranged around the human-computer interface and used for triggering bypass traction locking.
Optionally, after the urban rail vehicle has mistakenly started the specific traction blockade, the bypass traction blockade soft button is pressed to trigger the bypass traction blockade, so that the bypass traction blockade function is realized, the motor train can be dragged by the urban rail vehicle, and the influence on the whole line operation order is reduced.
Optionally, as shown in fig. 2, the urban rail vehicle traction safety control system further comprises an alarm device 106.
The alarm device 106 is connected with the network control system 102;
the alarm device 106 is configured to receive the alarm instruction sent by the network control system 102 and perform alarm prompt while the network control system 102 outputs the corresponding traction lockout instruction.
Alternatively, the alarm device 106 may be a buzzer, or may be another generating device, such as a horn. The alarm device is arranged for alarming, so that the attention of a driver can be quickly attracted, the running safety of the vehicle is ensured, and the potential safety hazard of the running of the vehicle is quickly positioned and checked.
Above-mentioned urban rail vehicle pulls safety control system, through setting up state collection module, monitor the state of subsystem and key component in the urban rail vehicle network, when subsystem and key component take place unusually or the trouble, can output and pull blockade the instruction, simultaneously accurate suggestion pulls blockade reason at human-computer interface to report an emergency and ask for help or increased vigilance to driver or maintainer through alarm device, thereby can realize fixing a position fast and troubleshooting to urban rail vehicle operation potential safety hazard, improve troubleshooting efficiency.
Fig. 3 is a schematic flow chart of a method for controlling the traction safety of an urban rail vehicle according to an embodiment of the present invention, where the method for controlling the traction safety of an urban rail vehicle uses the system for controlling the traction safety of an urban rail vehicle described in any of the above embodiments, and is described in detail as follows.
Wherein the key component is a component connected to the input and output module.
Optionally, the state acquisition module is connected to a communication bus of the network control system, and monitors subsystems and key components on the urban rail vehicle network in real time.
And 102, triggering a traction locking instruction when the subsystem or the key component meets the traction locking condition.
Optionally, the traction lockout condition includes any one of: the drivers' cabs at two ends are activated at zero speed; activating the forward and backward direction commands of the cab to be simultaneously effective at zero speed; activating a loop-back mode; when no door opening instruction exists, all doors of the urban rail vehicle are closed inefficiently, and the door closed bypass is also invalid; the parking brake of the urban rail vehicle is not released, and the parking brake is not released and is ineffective in bypassing; the total braking wind pressure is lower than a preset pressure value, and the total wind pressure is low and the bypass is ineffective; when the vehicle speed is higher than the preset vehicle speed under the non-braking working condition, the braking is not relieved, and the braking is not relieved and the bypass is ineffective; the speed of the urban rail vehicle exceeds a preset speed range; under an artificial driving mode under an Automatic Train Protection (ATP), the speed of the urban rail vehicle exceeds the maximum operation speed; at least four friction braking failures; a traction system feeds back direction monitoring faults; the traction system or the auxiliary power supply system feeds back the effectiveness of the power supply position of the workshop; the emergency braking loop is disconnected; a same Controller Area Network (CAN) unit brake control system communication fault or a plurality of brake control system communication faults; the two-way traction or brake level of the driver controller is invalid; and the traction or brake instruction acquisition modules which are redundant mutually all have communication faults.
And 103, when the triggered traction blocking instruction is detected, outputting the traction blocking instruction, and simultaneously sending the reason of the traction blocking to a human-computer interface so as to control the human-computer interface to display the reason of the traction blocking.
Optionally, when the network control system detects a traction blocking instruction triggered by the state acquisition module, the network control system outputs the traction blocking instruction, and simultaneously sends a reason for the occurrence of traction blocking to the human-computer interface, so as to ensure that the vehicle is in a safe state to the greatest extent and ensure the safety of the vehicle and passengers; meanwhile, a driver or a maintenance technician is guided to quickly investigate the reason.
Optionally, after the outputting the pull-lockout command, the method further includes: and meanwhile, a blocked traction force demand instruction is output, so that a proper blocked traction force traction vehicle is improved, and the safe operation of the vehicle is ensured.
Optionally, after the outputting the pull-lockout command, the method further includes: and meanwhile, the alarm device is triggered to give an alarm, so that the attention of a driver can be quickly attracted, the running safety of the vehicle is ensured, and the quick positioning and troubleshooting of the running safety hidden danger of the vehicle are realized. The alarm device can be a buzzer, and can also be other generating equipment, such as a loudspeaker and the like.
Optionally, after the human-computer interface displays the reason for the traction lockout or triggers an alarm device to give an alarm, the method further includes:
detecting whether a traction lockout bypass instruction corresponding to the reason of the traction lockout exists or not;
and if the traction locking bypass instruction corresponding to the reason of the traction locking does not exist, controlling the urban rail vehicle to keep still or coasting, or re-detecting whether the subsystem or the key component meets the traction locking condition, and continuing to execute the subsequent steps.
Optionally, a bypass traction blocking soft button may be disposed around the human-computer interface, and after the human-computer interface displays the reason of traction blocking or triggers an alarm device to alarm, the method further includes:
after the urban rail vehicle is checked to miss the traction blockade, the bypass traction blockade soft button is manually touched, the trigger of the traction blockade bypass soft button is received, and the traction blockade bypass instruction is controlled to be output.
Because the conventional traction safety vehicle line monitors the vehicle subsystem and the key components by adopting the relay, when the relay has a false fault, the whole vehicle line can only be bypassed so as to ensure that the vehicle can traction and drive, the monitoring on the traction safety of the vehicle is greatly reduced after the bypass, and great hidden danger exists on the driving of the vehicle. By adopting the traction safety control based on the network control provided by the embodiment of the application, a single bypass can be implemented for specific traction unsafe factors without influencing other traction safety monitoring functions, and the influence of vehicle faults on an operation line is effectively reduced on the premise of ensuring the driving safety to the maximum extent.
How to realize traction safety control of the urban rail vehicle when any one of the traction blocking conditions is met is analyzed one by one through a specific embodiment.
(1) And the two end drivers' cabs are activated at zero speed. Normally, the vehicle only allows one cab to be activated, and the activated cab sends out related control instructions. Under the non-zero speed working condition, the TCMS latches the activation instruction of the cab at one end in front of the motor car of the vehicle and ignores the activation instruction from the cab at the other end. When the vehicle is at zero speed, the TCMS acquires that the cab at two ends has an occupation instruction through the input and output module, and then a traction blocking instruction is triggered.
The method for controlling the traction safety of the urban rail vehicle comprises the following steps: detecting the vehicle state, and detecting whether the speed of the vehicle is zero speed or not; when the vehicle is in a zero-speed working condition, whether drivers' cabs at two ends of the vehicle are simultaneously activated or not is detected, and the preset time is kept, wherein the preset time can be 2S optionally. When drivers' cabs at two ends of the vehicle are simultaneously activated and kept for a preset time, a traction blocking instruction is triggered, and the human-computer interface is controlled to display the reason of the traction blocking: and the two end drivers' cabs are activated at zero speed. And when the vehicle is not in a zero-speed working condition or the drivers' cabs at the two ends of the vehicle are not activated at the same time and are kept for a preset time, directly ending the process and continuously monitoring subsystems and key components on the urban rail vehicle network.
(2) The forward and reverse direction commands of the cab are activated simultaneously at zero speed.
Normally, the vehicle only allows the cab to be activated to send a forward or backward direction command, and does not allow the forward or backward direction command to be sent at the same time, and the traction system controls the vehicle to run forwards or backwards according to the direction command of the TCMS. Under the working condition of non-zero speed, the TCMS latches the forward or backward instruction of an activated cab in front of a motor car of the vehicle, and ignores the change of the direction instruction in the running process. When the vehicle is at zero speed, the TCMS triggers a traction blocking instruction when the forward and backward instructions of the activated cab are simultaneously effective through the input and output module.
The method for controlling the traction safety of the urban rail vehicle comprises the following steps: detecting the vehicle state, and detecting whether the speed of the vehicle is zero speed or not; when the vehicle is in a zero-speed working condition, detecting whether forward and backward commands of the vehicle activated cab are simultaneously effective and keeping a preset time, wherein the preset time can be 2S optionally. When the forward and backward commands of the vehicle for activating the cab are effective at the same time and the preset time is kept, triggering a traction blocking command, and controlling the human-computer interface to display the reason of the traction blocking: the forward and reverse direction commands of the cab are activated simultaneously at zero speed. When the vehicle is not in a zero-speed working condition, or the forward and backward commands of the vehicle activated cab are not effective at the same time and keep a preset time, the process is directly ended, and subsystems and key components on the urban rail vehicle network are continuously monitored.
(3) The loopback mode is activated.
Normally, when the vehicle's loopback mode is activated, it indicates that the vehicle will have a locomotive towed and transported to the vehicle destination. At the moment, the autonomous traction operation of the vehicle is forbidden, and the vehicle is only dragged by the locomotive as a trailer. When the TCMS acquires that the return mode switch is closed through the input and output module, the TCMS indicates that the vehicle enters the return mode and triggers a traction blocking instruction.
The method for controlling the traction safety of the urban rail vehicle comprises the following steps: detecting whether a loop back module switch of the vehicle is closed; when a loopback module switch of the vehicle is closed, a traction blocking instruction is triggered, and the human-computer interface is controlled to display the reason of the traction blocking: the loopback mode is activated. Whether a bypass instruction corresponding to artificially triggered 'loop-back mode activation' exists is detected, and if the bypass instruction corresponding to the loop-back mode activation exists, the traction blocking bypass instruction can be directly controlled to be output. If the corresponding bypass command activated by the loopback mode does not exist, whether a loopback module switch of the vehicle is closed or not is detected again, and the subsequent steps are executed. And when the vehicle loopback module switch is not closed, the process is directly ended.
(4) And when no door opening instruction exists, all doors of the urban rail vehicle are closed inefficiently, and the door is closed and the bypass is also invalid.
Under normal conditions, when a door opening instruction exists, the door of the corresponding side of the vehicle is opened. Under the fault working condition, a bypass button of 'door closing bypass' can be operated, and the bypass fault door ensures normal vehicle traction control. When the TCMS does not acquire a door opening instruction through the input and output module, judges that all doors of the vehicle are closed inefficiently, and triggers a traction blocking instruction when the input and output module does not acquire a door closing bypass instruction.
The method for controlling the traction safety of the urban rail vehicle comprises the following steps: detecting whether a door opening instruction exists or not; when no door opening instruction exists, detecting whether all door controllers connected to the communication bus feed back all door closing states to be invalid, detecting whether all door closing states collected by the input and output module are invalid when all door controllers feed back all door closing states to be invalid, and triggering a traction blocking instruction and controlling the human-computer interface to display the reason of traction blocking when all door closing states collected by the input and output module are invalid: and when no door opening instruction exists, all doors of the urban rail vehicle are closed inefficiently, and the door is closed and the bypass is also invalid. And detecting whether a corresponding bypass instruction of 'no door opening instruction' triggered manually exists, namely, all doors of the urban rail vehicle are closed inefficiently and the bypass is closed inefficiently, and if the bypass instruction exists, directly controlling the traction blocking bypass instruction to output. If the bypass instruction does not exist, whether the door opening instruction exists is detected again, and the subsequent steps are executed continuously. When a door opening instruction exists, or all the doors fed back by the door controller are effectively closed when the door opening instruction does not exist, or the door opening instruction, all the doors fed back by the door controller are ineffective and all the doors fed back by the input and output module are effectively closed, or the door opening instruction, all the doors fed back by the door controller are ineffective, all the doors fed back by the input and output module are ineffective and all the doors collected by the input and output module are effectively closed, the flow is directly ended.
(5) The parking brake of the urban rail vehicle is not released, and the parking brake is not released to avoid the invalidation of the bypass.
Parking braking is a method of keeping a vehicle safely parked for a long period of time. Under normal conditions, before the vehicle is controlled to tow, the parking brake needs to be relieved; under the fault working condition, when parking brake is applied to part of bogies, the wheel pairs of the vehicle can be scratched by traction travelling. When the TCMS acquires that the parking brake release of all vehicles is invalid through the input and output module; in order to avoid the detection of the input/output module from being failed, at the moment, the TCMS judges the parking brake cylinder pressure fed back by the brake control system connected to the communication bus to assist in judging the vehicle parking brake release state, and when the brake cylinder pressure does not reach the parking brake release threshold value and the parking brake release bypass instruction is invalid, the traction blocking instruction is triggered.
The method for controlling the traction safety of the urban rail vehicle comprises the following steps: obtaining parking brake release states of all bogies collected by input and output modules of all carriages; detecting whether the parking brake release collected by the input and output module is invalid or not; ending the process when the parking brake release collected by the input and output module is effective; when the parking brake release collected by the input and output module is invalid, acquiring the vehicle line states of all parking brake release loops of the vehicle collected by the input and output module; detecting whether all parking brake release fed back by the input and output module is invalid; ending the process when all parking brake release fed back by the input and output module is effective; when all parking brake mitigation fed back by the input and output module is invalid, acquiring the pressure of the parking brake cylinders of all bogies fed back by the brake system; detecting whether the pressure of the parking brake cylinders of all bogies fed back by the brake system reaches a release threshold value or not; when the pressure of the parking brake cylinders of all bogies fed back by the brake system reaches the effective relieving threshold, ending the process; when the pressure of the parking brake cylinders of all bogies fed back by the brake system reaches the release threshold value and is invalid, detecting whether the parking brake non-release bypass instruction collected by the input and output system is invalid; ending the flow when the parking brake collected by the input and output system does not release the effectiveness of the bypass instruction; when the parking brake collected by the input and output system does not release the bypass instruction and is invalid, triggering a traction blocking instruction, and controlling the human-computer interface to display the reason of the traction blocking: the parking brake of the urban rail vehicle is not released, and the parking brake is not released to avoid the invalidation of the bypass. And simultaneously detecting whether a bypass instruction corresponding to 'the parking brake of the urban rail vehicle is not released and the parking brake is not released and the bypass is not invalid' exists, and if the bypass instruction exists, directly controlling the traction blocking bypass instruction to be output. If the bypass instruction does not exist, whether the door opening instruction exists is detected again, and the subsequent steps are executed continuously.
(6) The total braking wind pressure is lower than the preset pressure value, and the total wind pressure is low and the bypass is ineffective.
Alternatively, the preset pressure value may be set to 5.5 bar. The premise of the braking system is that the pressure of the total air pipe meets the braking requirement, when the total air pressure is too low, the braking distance exceeds the standard, and the stopping distance cannot be ensured during braking, so that the driving safety is endangered. Under normal conditions, when the total braking air pressure is less than or equal to 7bar, the two air supply devices start to blow air, and when the total air pressure fails to reach the normal braking air pressure value within a certain time, the possible failure of the air supply devices is shown, or the air leakage of the total air pipe is serious, or the failure of the total air pressure acquisition device is shown. Normally, when the total wind pressure is below 5.5bar, it is necessary to control the vehicle in a safe state. And when the TCMS detects that the total wind pressure value fed back by the brake system is lower than 5.5bar and the input and output module acquires that the total wind pressure is low and the bypass is invalid, triggering a traction blocking instruction.
The method for controlling the traction safety of the urban rail vehicle comprises the following steps: and acquiring a minimum total wind pressure value according to the total wind pressure value fed back by a brake system control unit on the vehicle. And detecting whether the minimum total wind pressure value is lower than a preset pressure value or not and keeping the preset time, wherein the preset time can be 2S optionally. Ending the flow when the minimum total wind pressure value is not lower than the preset pressure value or is not kept for the preset time; when the minimum total wind pressure value is lower than a preset pressure value and is kept for a preset time, detecting whether a total wind pressure low bypass instruction collected by the input and output module is invalid, and ending the flow when the total wind pressure low bypass instruction collected by the input and output module is valid; when the total wind pressure low bypass instruction collected by the input and output module is invalid, triggering a traction blocking instruction, and controlling the human-computer interface to display the reason of the traction blocking: the total braking wind pressure is lower than the preset pressure value, and the total wind pressure is low and the bypass is ineffective. And meanwhile, whether a bypass instruction corresponding to 'braking total wind pressure is lower than a preset pressure value and the total wind pressure is low and the bypass is invalid' exists is detected, and if the bypass instruction exists, the traction blocking bypass instruction can be directly controlled to be output. If the bypass instruction does not exist, whether the door opening instruction exists is detected again, and the subsequent steps are executed continuously.
(7) And when the vehicle speed is higher than the preset vehicle speed under the non-braking working condition, the braking is not released, and the braking is not released and the bypass is not effective.
After the vehicle is stopped, the brake system automatically applies the holding brake to ensure that the vehicle cannot slide. Under normal conditions, when the brake release condition is kept, namely the traction force of the vehicle is greater than a certain value or the brake system receives a traction instruction for 3s, the brake system releases the brake, and the vehicle normally pulls the carriage; under the abnormal condition, when the brake-holding relieving condition is met, if the brake system can not relieve the brake holding, the vehicle can rub the wheels, and the driving safety is influenced. Therefore, the vehicle condition, speed and brake application condition need to be monitored comprehensively, and the vehicle needs to be controlled safely in real time. When the TCMS detects that the vehicle is under the non-braking working condition and the comprehensive speed of the vehicle is greater than 4km/h, the braking is not normally and completely relieved, and no manually applied braking relieves the bypass instruction signal, and a traction blocking instruction is triggered.
The method for controlling the traction safety of the urban rail vehicle comprises the following steps: detecting whether the vehicle is in a non-braking working condition; and ending the process when the vehicle is not in the non-braking working condition. When the vehicle is in a non-braking working condition, detecting whether the speed of the vehicle is greater than a preset speed; and ending the process when the vehicle speed of the vehicle is less than or equal to the preset vehicle speed. And when the vehicle speed of the vehicle is greater than the preset vehicle speed, acquiring the bogie braking state and the braking application state of the vehicle fed back by the braking system control unit and acquiring the braking application state of the bogie by the input and output module. For a single bogie, when the normal braking state of the bogie is effective, taking the braking application state fed back by a braking control unit as the braking state of the bogie; and when the normal braking state of the bogie is invalid, taking the braking application state fed back by the input and output module as the braking state of the bogie. Detecting whether all bogie brake mitigation is ineffective; the process ends when all truck brake mitigation is active. And when the braking mitigation of all bogies is invalid, acquiring the vehicle line states of all braking mitigation loops of the vehicle, which are acquired by the input and output module. Detecting whether all the brake release loop vehicle lines of the vehicle collected by the input and output module are invalid or not; and ending the process when all the brake release loop vehicle lines of the vehicle collected by the input and output module are effective. When all brake release loop vehicle lines of the vehicle collected by the input and output module are invalid, detecting whether a brake non-release bypass instruction fed back by the input and output module is invalid; and ending the process when the brake fed back by the input and output module does not relieve the effectiveness of the bypass command. When the brake fed back by the input and output module does not release the bypass instruction and is invalid, triggering a traction blocking instruction, and controlling the human-computer interface to display the reason of the traction blocking: and when the vehicle speed is higher than the preset vehicle speed under the non-braking working condition, the braking is not released, and the braking is not released and the bypass is not effective. And meanwhile, whether a bypass instruction corresponding to 'braking is not released when the vehicle speed is greater than the preset vehicle speed under the non-braking working condition and the bypass is not released in braking' exists or not is detected, and if the bypass instruction exists, the traction blocking bypass instruction can be directly controlled to be output. If the bypass instruction does not exist, whether the door opening instruction exists is detected again, and the subsequent steps are executed continuously.
(8) The speed of the urban rail vehicle exceeds a preset speed range.
The TCMS calculates the speed of the vehicle according to the original speed signals fed back by the braking system and the traction system, and controls and monitors the vehicle according to the speed of the vehicle and the current working condition of the vehicle. When the TCMS detects that the speed of the vehicle exceeds a reasonable range, namely exceeds a preset speed range, safety protection control needs to be carried out on the vehicle, and traction blocking is triggered to ensure driving safety.
The method for controlling the traction safety of the urban rail vehicle comprises the following steps: and calculating the speed of the vehicle according to the original speed signals fed back by the braking system and the traction system. Detecting whether the vehicle speed exceeds a preset speed range; and ending the process when the vehicle speed does not exceed the preset speed range. When the vehicle speed exceeds a preset speed range, triggering a traction blocking instruction, and controlling the human-computer interface to display the reason of the traction blocking: the speed of the urban rail vehicle exceeds a preset speed range.
(9) Under the artificial driving mode of the automatic train protection system ATP, the speed of the urban rail vehicle exceeds the maximum operation speed.
The TCMS judges the current driving mode of the vehicle, and when the vehicle is in the manual driving mode under the ATP, the ATP system monitors the running of the vehicle and controls the vehicle to run under the maximum running speed. Under abnormal conditions, when the ATP is invalid or fails, the vehicle exceeds the highest operating speed, which is unfavorable for driving safety. When the TCMS detects that the vehicle is in an artificial driving mode under the ATP, the vehicle speed exceeds the maximum operation speed, and the traction block is triggered.
The method for controlling the traction safety of the urban rail vehicle comprises the following steps: detecting whether the vehicle is in an artificial driving mode under ATP; when the vehicle is not in the manual driving mode under ATP, the process ends. When the vehicle is in the manual driving mode under ATP, the vehicle speed is calculated. Detecting whether the vehicle speed exceeds a maximum operating speed; the flow ends when the vehicle speed does not exceed the maximum operating speed. When the vehicle speed exceeds the maximum operation speed, a traction blocking instruction is triggered, and the human-computer interface is controlled to display the reason of the traction blocking: under the artificial driving mode of the automatic train protection system ATP, the speed of the urban rail vehicle exceeds the maximum operation speed.
(10) At least four friction brakes fail.
The TCMS comprehensively judges the states of all brake systems of the vehicle, when the condition that the isolation of the vehicle brake system or the low pressure of a brake air cylinder cannot meet the condition that the TCMS implements normal vehicle control is detected, the vehicle needs to be controlled to enter a safe state, a driver manually applies brake, and the TCMS control mode is changed into a manual vehicle control mode. And when the TCMS detects that four or more brake systems fail, namely the brake systems are isolated or the pressure of a brake air cylinder is low, the traction locking is triggered.
The method for controlling the traction safety of the urban rail vehicle comprises the following steps: the normal state of the bogie brake of the vehicle, the low pressure state of the brake air cylinder and the brake system isolation state of the bogie, which are fed back by the four brake system control units, are collected. Alternatively, the number of bogies may be 12. And aiming at a single bogie, when the normal braking state of the bogie is effective, taking the low pressure state of a braking air cylinder fed back by a braking control unit as the failure state of the braking system of the bogie, and simultaneously taking the isolation state of the braking system acquired by an input and output module as the failure state of the braking system of the bogie. Detecting whether the at least four brake systems fail; and ending the process when the at least four brake systems are not failed. When the four braking systems fail, triggering a traction blocking instruction, and controlling the human-computer interface to display the reason of the traction blocking: at least four braking systems fail. And simultaneously detecting whether a bypass instruction corresponding to 'at least four brake system failures' exists or not, and if the bypass instruction exists, directly controlling the traction locking bypass instruction to output. If the bypass instruction does not exist, whether the door opening instruction exists is detected again, and the subsequent steps are executed continuously.
(11) And the traction system feeds back direction monitoring faults.
And the TCMS judges the running direction of the vehicle according to the direction vehicle line acquired by the input and output module, and sends the running direction to the traction system to control the steering of the traction motor. When the TCMS transmission direction is not consistent with the execution direction fed back by the traction system, damage to the traction motor or unsafe conditions of the vehicle may be caused. And when the TCMS detects that the motor steering fed back by the traction system is inconsistent with the direction instruction issued by the TCMS, triggering traction blocking.
The method for controlling the traction safety of the urban rail vehicle comprises the following steps: and the TCMS judges the running direction of the vehicle according to the hard-line direction vehicle line instruction acquired by the input and output module and sends the running direction to the traction system for forward or backward running. And the TCMS compares the direction instruction sent by the TCMS with the motor steering fed back by the four traction systems, and finishes the process when the motor steering fed back by the traction systems is consistent with the direction instruction sent by the TCMS. When the motor steering fed back by any traction system is inconsistent with the direction command issued by the TCMS, triggering a traction blocking command, and controlling the human-computer interface to display the reason of the traction blocking: and the traction system feeds back direction monitoring faults.
(12) And the traction system or the auxiliary power supply system feeds back the effectiveness of the power supply potential of the workshop.
When the vehicle is in a maintenance state, the power supply of the vehicle is generally supplied by a workshop power supply, and at the moment, the vehicle traction needs to be subjected to blocking control, so that the vehicle is prevented from accidentally pulling a running vehicle to cause damage to the vehicle and personnel. The traction system and the auxiliary power supply system monitor the state of a vehicle workshop power supply switch, and the TCMS triggers traction blocking when the traction system and the auxiliary power supply system are in a workshop power supply potential according to the state of the workshop power supply switch fed back by the communication bus.
The method for controlling the traction safety of the urban rail vehicle comprises the following steps: and the TCMS detects whether the workshop power supply potential fed back by any one traction system or the auxiliary power supply system is effective or not according to the states of the workshop power supply switches fed back by the traction system and the auxiliary power supply system on the communication bus. And finishing the process when the workshop supply potential fed back by the traction system or the auxiliary power supply system is effective. When the workshop power supply potential fed back by any traction system or auxiliary power supply system is invalid, triggering a traction blocking instruction, and controlling the human-computer interface to display the reason of the traction blocking: and the traction system or the auxiliary power supply system feeds back the effectiveness of the power supply potential of the workshop. And meanwhile, whether a bypass instruction corresponding to 'the traction system or the auxiliary power supply system feeds back the workshop supply potential is effective' is detected, and if the bypass instruction exists, the traction blocking bypass instruction can be directly controlled to be output. If the bypass instruction does not exist, whether the door opening instruction exists is detected again, and the subsequent steps are executed continuously.
(13) The emergency braking loop is open.
The vehicle is provided with an emergency braking loop which monitors unsafe factors on the vehicle, and when any unsafe factor triggers, the emergency braking loop of the vehicle is disconnected and the emergency brake can be automatically triggered. In order to avoid that the traffic safety is influenced by the fact that the TCMS gives a traction instruction when the vehicle applies emergency braking, when the TCMS detects that a vehicle emergency braking loop is disconnected, the traction blocking instruction is triggered.
The method for controlling the traction safety of the urban rail vehicle comprises the following steps: the TCMS monitors the state of the emergency braking loop of the vehicle fed back by the input and output module and detects whether the state disconnection of the emergency braking loop is effective or not; and ending the process when the emergency brake loop state is disconnected and invalid. When the emergency braking loop state is effectively disconnected, a traction blocking instruction is triggered, and the human-computer interface is controlled to display the reason of the traction blocking: the emergency braking loop is open. And meanwhile, whether a bypass instruction corresponding to 'emergency brake loop disconnection' exists is detected, and if the bypass instruction exists, the traction blocking bypass instruction can be directly controlled to be output. If the bypass instruction does not exist, whether the door opening instruction exists is detected again, and the subsequent steps are executed continuously.
(14) A single Controller Area Network (CAN) unit brake control system communication failure or multiple brake control system communication failures.
The vehicle generally comprises two symmetrical traction units, a brake control unit in each traction unit forms a CAN network, two brake control systems in one CAN unit are connected with a TCMS, and the two brake control systems are redundant backups for each other; the brake control of a single traction unit is completed by the two brake control systems, and when the brake control systems of the same CAN unit are in communication failure with the TCMS, the TCMS cannot complete the brake control of the traction unit. And when the TCMS detects the communication fault of the brake control system in the same CAN unit of the vehicle or the communication fault of three or more brake control systems, triggering a traction blocking instruction.
The method for controlling the traction safety of the urban rail vehicle comprises the following steps: the TCMS monitors the four brake control systems of the vehicle and diagnoses the communication status thereof. Detecting whether the heartbeat signal of the brake control system has 8 communication periods and is not updated; and when 8 communication periods of the heartbeat signal of the brake control system do not update, determining the communication fault of the brake control system, otherwise, ending the process. Detecting whether communication faults of the brake control systems in the same CAN unit or communication faults of three or more brake control systems exist, if the communication faults of the brake control systems in the same CAN unit or the communication faults of the three or more brake control systems exist, triggering a traction blocking instruction, otherwise, ending the flow, and controlling the human-computer interface to display the reason of the traction blocking: the same CAN unit brake control system communication fault or a plurality of brake control system communication faults. And simultaneously detecting whether a bypass instruction corresponding to the communication fault of the same CAN unit brake control system or the communication faults of a plurality of brake control systems exists, and if the bypass instruction exists, directly controlling the output of a traction blocking bypass instruction. If the bypass instruction does not exist, whether the door opening instruction exists is detected again, and the subsequent steps are executed continuously.
(15) The driver controller has no effective traction or braking level.
The traction or braking force demand of the vehicle is derived from the driver's controller. When a driver operates a driver controller to different positions, different traction or braking force requirements are given; in order to ensure effective acquisition of traction or braking force of a vehicle, two-way redundant acquisition is generally adopted. When the TCMS detects that two traction or brake stages of the driver controller are invalid, a traction blocking instruction is triggered,
the method for controlling the traction safety of the urban rail vehicle comprises the following steps: collecting the required values of the traction or braking force of the two driver controllers, detecting whether the required values of the traction or braking force of the two driver controllers are invalid, triggering a traction blocking instruction when the required values of the traction or braking force of the two driver controllers are invalid, otherwise, ending the process, and controlling the human-computer interface to display the reason of the traction blocking: the driver controller has no effective traction or braking level.
(16) And the traction or brake instruction acquisition modules which are redundant mutually all have communication faults.
Traction or braking force instructions of the vehicle are generally acquired by two redundant IO modules, so that the vehicle can be driven to run after a single IO module fails, and the usability of the vehicle is improved. And when the TCMS detects that the traction or brake instruction acquisition modules which are redundant with each other have communication faults, triggering a traction blocking instruction.
The method for controlling the traction safety of the urban rail vehicle comprises the following steps: and monitoring two mutually redundant traction or brake instruction acquisition modules and diagnosing the communication state of the two traction or brake instruction acquisition modules. When detecting that heartbeat signals of two mutually redundant traction or braking instruction acquisition modules do not update in 8 communication periods, detecting whether the two mutually redundant traction or braking instruction acquisition modules have communication faults, and when the two mutually redundant traction or braking instruction acquisition modules have communication faults, triggering a traction blocking instruction, otherwise, ending the flow, and controlling the human-computer interface to display the reason of the traction blocking: and the traction or brake instruction acquisition modules which are redundant mutually all have communication faults.
According to the urban rail vehicle traction safety control method, by monitoring subsystems and key components on an urban rail vehicle network in real time, when the subsystems or the key components meet traction blocking conditions, a traction blocking instruction is triggered; when the triggered traction blocking instruction is detected, the traction blocking instruction is output, and meanwhile, the reason of the traction blocking is sent to a human-computer interface to control the human-computer interface to display the reason of the traction blocking, so that the potential safety hazard of vehicle operation is quickly positioned and checked, and the safety of vehicles and passengers can be guaranteed to the maximum extent. In addition, after the vehicle is mistakenly locked by a specific traction lock, a bypass traction lock soft button is designed on the HMI, so that the bypass traction lock function can be realized, the motor train can be dragged by the vehicle, and the influence on the whole line operation order is reduced.
The above-mentioned embodiments are only used for illustrating the technical solutions of the present invention, and not for limiting the same; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not substantially depart from the spirit and scope of the embodiments of the present invention, and are intended to be included within the scope of the present invention.
Claims (10)
1. An urban rail vehicle traction safety control system, comprising: a state acquisition module;
the state acquisition module is connected to a communication bus of a network control system and used for monitoring subsystems and key components on an urban rail vehicle network in real time and triggering a traction blocking instruction when the subsystems or the key components meet traction blocking conditions; wherein the key component is a component connected to an input-output module;
and the network control system outputs the traction blocking instruction and controls a human-computer interface to display the corresponding reason for traction blocking.
2. An urban rail vehicle traction safety control system as claimed in claim 1, further comprising a human-machine interface;
the interface of the human-computer interface is connected with the network control system;
the human-computer interface is used for receiving the reason of the traction blockage sent by the network control system when the network control system outputs a corresponding traction blockage instruction, and displaying the reason of the traction blockage on the human-computer interface.
3. An urban rail vehicle traction safety control system as claimed in claim 2, further comprising: a bypass traction lockout module;
and a bypass traction locking soft button corresponding to the bypass traction locking module is arranged around the human-computer interface and used for triggering bypass traction locking.
4. The urban rail vehicle traction safety control system according to any one of claims 1 to 3, further comprising an alarm device;
the alarm device is connected with the network control system;
and the alarm device is used for receiving the alarm instruction sent by the network control system and giving an alarm prompt while the network control system outputs the corresponding traction blocking instruction.
5. An urban rail vehicle traction safety control method, characterized in that, by using the urban rail vehicle traction safety control system of any one of the above claims 1 to 4, the urban rail vehicle traction safety control method comprises:
monitoring subsystems and key components on an urban rail vehicle network in real time, wherein the key components are connected to an input and output module;
triggering a traction locking instruction when the subsystem or the key component meets a traction locking condition;
when the triggered traction blocking instruction is detected, the traction blocking instruction is output, and meanwhile, the reason of traction blocking is sent to a human-computer interface so as to control the human-computer interface to display the reason of traction blocking.
6. An urban rail vehicle traction safety control method according to claim 5, wherein after said outputting said traction lock command, further comprising:
while outputting a blocked tractive effort demand command.
7. An urban rail vehicle traction safety control method according to claim 6, wherein after said outputting said traction lock command, further comprising:
and simultaneously triggering an alarm device to alarm.
8. The urban rail vehicle traction safety control method according to claim 6 or 7, wherein after the human-computer interface displays the reason for the traction lock or triggers an alarm device to give an alarm, the method further comprises the following steps:
detecting whether a traction lockout bypass instruction corresponding to the reason of the traction lockout exists or not;
and if the traction locking bypass instruction corresponding to the reason of the traction locking does not exist, controlling the urban rail vehicle to keep static or coasting, or re-detecting whether the subsystem or the key component meets the traction locking condition.
9. The urban rail vehicle traction safety control method according to claim 6 or 7, wherein after the human-computer interface displays the reason for the traction lock or triggers an alarm device to give an alarm, the method further comprises the following steps:
and after the urban rail vehicle is checked to be mistakenly blocked by traction, receiving the trigger of a traction blocking bypass soft button and controlling the output of a traction blocking bypass instruction.
10. An urban rail vehicle traction safety control method according to claim 5, wherein the traction lockout condition includes any one of:
the drivers' cabs at two ends are activated at zero speed;
activating the forward and backward direction commands of the cab to be simultaneously effective at zero speed;
activating a loop-back mode;
when no door opening instruction exists, all doors of the urban rail vehicle are closed inefficiently, and the door closed bypass is also invalid;
the parking brake of the urban rail vehicle is not released, and the parking brake is not released and is ineffective in bypassing;
the total braking wind pressure is lower than a preset pressure value, and the total wind pressure is low and the bypass is ineffective;
when the vehicle speed is higher than the preset vehicle speed under the non-braking working condition, the braking is not relieved, and the braking is not relieved and the bypass is ineffective;
the speed of the urban rail vehicle exceeds a preset speed range;
under an artificial driving mode of an automatic train protection system (ATP), the speed of the urban rail vehicle exceeds the maximum operation speed;
at least four braking systems fail;
a traction system feeds back direction monitoring faults;
the traction system or the auxiliary power supply system feeds back the effectiveness of the power supply position of the workshop;
the emergency braking loop is disconnected;
the same controller area network unit brake control system communication fault or a plurality of brake control system communication faults;
the two-way traction or brake level of the driver controller is invalid;
and the traction or brake instruction acquisition modules which are redundant mutually all have communication faults.
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