CN113665632B - Emergency traction method suitable for unmanned train - Google Patents
Emergency traction method suitable for unmanned train Download PDFInfo
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- CN113665632B CN113665632B CN202110967338.4A CN202110967338A CN113665632B CN 113665632 B CN113665632 B CN 113665632B CN 202110967338 A CN202110967338 A CN 202110967338A CN 113665632 B CN113665632 B CN 113665632B
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- 238000004891 communication Methods 0.000 claims abstract description 13
- 230000003213 activating effect Effects 0.000 claims abstract description 4
- 230000007935 neutral effect Effects 0.000 claims description 6
- 230000001133 acceleration Effects 0.000 claims description 3
- 238000009825 accumulation Methods 0.000 claims description 3
- 230000005540 biological transmission Effects 0.000 claims description 3
- 230000007547 defect Effects 0.000 abstract description 3
- 238000005516 engineering process Methods 0.000 abstract description 3
- 230000004075 alteration Effects 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
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Abstract
The invention discloses an emergency traction method suitable for an unmanned train, which comprises the following steps of 1, establishing a train communication control network; step 2, automatically activating a train emergency traction mode: when the vehicle-mounted terminal monitors the vehicle-mounted network fault, the monitored vehicle-mounted network fault signal is sent to the ground control terminal, and the ground control terminal automatically starts a train emergency traction mode remotely; step 3, accurately stopping: in the emergency traction mode of the train, the ground control terminal directly sends a traction braking instruction and a changed traction braking force value to a traction braking system, so that the train can be stopped accurately in a stepless speed regulation mode. According to the emergency traction method suitable for the unmanned train, the 5G technology and the ground device are matched together to automatically perform remote manual emergency driving control on the train under the condition of network faults, so that the defects that personnel cannot log in the train in time and the speed regulation and train control cannot be carried out in an endless manner are overcome, and efficient rescue and operation of the train are realized.
Description
Technical Field
The invention relates to the technical field related to unmanned trains, in particular to an emergency traction method applicable to unmanned trains.
Background
Under the condition that the current subway train fails in a train network, a traction braking system of the train cannot receive a traction braking force value sent by a signal system and a driver handle, the train cannot move, at the moment, a driver can set a train mode into a hard wire manual driving mode through an emergency traction mode knob, and a control instruction is directly sent to the traction and braking system through a train hard wire to control the vehicle to move forward. In the unmanned train in the future, no driver is required for the train, no personnel operate the train to enter an emergency traction mode at the first time of the occurrence of the network fault, and the train can be set to the emergency traction mode only by boarding by rescue personnel at a nearby station, so that the rescue timeliness is influenced; on the other hand, in the hard-wire control mode, the speed of the train is only in a single speed gear, and stepless speed regulation cannot be performed, so that a series of problems such as incapability of accurately stopping at a station, incapability of opening a platform door and the like are caused, and passenger evacuation is influenced
Disclosure of Invention
The invention aims to provide an emergency traction method suitable for an unmanned train, so as to solve the problems that in the prior art, the current train emergency stop system is only completed under the condition that an operator is present on the train, the current hard-drive train mode is not suitable for the unmanned train, the speed of the train is only in a specific speed gear, stepless speed regulation cannot be carried out, and accurate stop at a station cannot be carried out.
In order to achieve the above purpose, the present invention provides the following technical solutions: an emergency traction method suitable for an unmanned train, comprising the steps of:
step 1, establishing a train communication network: the unmanned train comprises a vehicle-mounted terminal and a traction braking system which are connected through a vehicle-mounted network;
the vehicle-mounted terminal monitors vehicle-mounted signals of the train in real time, wherein the vehicle-mounted signals comprise current position information of the train, current speed value of the train and real-time running state of a vehicle-mounted network;
the vehicle-mounted terminal is connected with the ground control terminal in a wireless connection mode, and the monitored vehicle-mounted signal is sent to the ground control terminal in real time;
the traction braking system is communicated with a 5G hot spot on the ground through a 5G communication transceiver, and the ground 5G hot spot is connected with a ground control terminal in a wired manner;
step 2, automatically activating a train emergency traction mode: when the vehicle-mounted terminal monitors the vehicle-mounted network fault, the monitored vehicle-mounted network fault signal is sent to the ground control terminal, and the ground control terminal automatically starts a train emergency traction mode remotely;
step 3, accurately stopping: in the emergency traction mode of the train, the ground control terminal directly sends a traction braking instruction and a changed traction braking force value to a traction braking system, so that the train can be stopped accurately in a stepless speed regulation mode.
Preferably, in step 3, the method for realizing accurate stopping of the train comprises the following steps:
step 31, determining a parking curve: assuming that the train position point in the step 2 when the vehicle-mounted network fails is a point A, the parking station of the nearest station in front is a point C, and the deceleration point between the point A and the point C is a point B; the connecting line of the point A, the point B and the point C forms a parking curve, the distance between the point A and the point B is S1, a constant-speed running section is arranged between the points AB, the constant-speed running time is t1, and the corresponding speed is V1; the distance between the point B and the point C is S2, a deceleration driving section is arranged between the points BC, the deceleration driving time is t2, the corresponding deceleration is a, and a is less than 1;
step 32, setting a driving handle: the ground control terminal is provided with a driving handle, the driving handle comprises a traction control window and an operating handle, the traction control window is linear and has a neutral gear 0, a full gear 100% and a gear scale value arranged between the neutral gear and the full gear; the operating handle can reciprocate in the traction control window;
step 33, calculating t1: the S2 value in the step 31 is a set value, and the S1 value can be obtained by calculation according to the current position information of the train in the vehicle-mounted signal; the value of V1 is determined according to the maximum traction force applied by the steering handle, and then:
t1＝S1/V1
step 33, calculating t2: since the speed of the train at point C is 0, it is:
t2＝2S2/V1
step 34, calculating the deceleration a, wherein a specific calculation formula is as follows: a=v1/t 2;
step 35, train running at constant speed: after the ground control terminal remotely and automatically starts an emergency traction mode of the train, the operating handle moves to a gear scale value between 50% and 100%, and the traction braking system applies traction to the train to enable the train to drive forwards at a constant speed V1, wherein V1 is less than or equal to Va; va is the maximum running speed allowed in the emergency traction mode of the train;
step 36, train speed reduction running: after the time t1, the train reaches a deceleration point B; at this time, the operation handle of the ground control terminal moves to the position of the gear scale equal to the value a according to the value a of the acceleration calculated in step 34, and the train is braked slowly, and after time t2, reaches the stop C and is decelerated to 0.
Further preferably, in step 35, the gear scale value of the operating handle of the ground control terminal in the traction control window is determined according to the S1 value, and when S1 is not smaller than the set distance value, the operating handle is moved to the full gear 100%, and the traction braking system will provide the maximum traction allowed in the train emergency traction mode, so that v1=va.
Further preferably va=20 Km/h.
Preferably, in step 2, an "emergency traction mode knob" is provided in the cockpit of the unmanned train, and the ground control terminal remotely controls the on-off of the "emergency traction mode knob", so as to realize automatic on-off of the emergency traction mode of the train.
Further preferably, the remote command of the ground control terminal in step 2, the traction braking command in step 3 and the transmission mode of the traction braking force value are all transmitted by two independent data packets through a wireless redundant channel.
Further preferably, the headers of the two independent data packets are each provided with a security counter.
Further preferably, the method for using two security counters includes the following steps:
A. accumulating counts: each independent data packet, when each instruction packet is generated, the corresponding safety counter counts up and down for 1 time; when a certain independent data packet fails to generate an instruction packet due to the signal difference of the 5G network, the corresponding safety counter is not accumulated;
B. accumulated count value comparison: after the emergency traction mode knob or the traction braking system receives two independent data packets sent by the ground control terminal, firstly comparing the accumulated count value of the safety counter in the two independent data packets;
C. the specific determination method for determining the control instruction data comprises the following steps:
(1) When the accumulated count values of the safety counters in the two independent data packets are the same, the message data of the independent data packet received first is used as control instruction data;
(2) When the accumulated count values of the safety counters in the two independent data packets are different, message data of the independent data packet with the larger accumulated count value of the safety counter is used as control instruction data.
Further preferably, each security counter adopts a storage capacity of four bytes, so that continuous accumulation for 24 hours can be ensured not to overflow; and after the power of the unmanned train is off, resetting the accumulated count values in the two safety counters.
Further preferably, the unmanned train further comprises a PIS passenger information system with a built-in 5G communication transceiver, wherein the PIS passenger information system comprises a head camera arranged at the head of the unmanned train and a carriage camera arranged in each carriage; when the emergency traction mode of the train in the step 2 is automatically started, the ground control terminal can be connected with the PIS passenger information system through the 5G communication receiving and transmitting device, and then the video images in front of the train are checked through the head camera and the video images in each carriage are checked through the carriage camera.
Compared with the prior art, the invention has the beneficial effects that: the emergency traction method suitable for the unmanned train is suitable for the unmanned train in the future, and the 5G technology and the ground device are matched together to complete the automatic remote manual emergency driving control of the train under the condition of network failure, so that the defects that personnel cannot log in the train in time and the speed regulation and control cannot be carried out in an endless manner are overcome, and the efficient rescue and operation of the train are realized.
Drawings
FIG. 1 is a schematic diagram of train speed versus time in accordance with the present invention;
fig. 2 is a gear schematic of the steering handle of the present invention.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
As shown in fig. 1, an emergency traction method suitable for an unmanned train includes the steps of:
step 1, establishing a train communication network: the unmanned train comprises a vehicle-mounted terminal and a traction braking system which are connected through a vehicle-mounted network;
the vehicle-mounted terminal monitors vehicle-mounted signals of the train in real time, wherein the vehicle-mounted signals comprise current position information of the train, current speed value of the train and real-time running state of a vehicle-mounted network;
the vehicle-mounted terminal is connected with the ground control terminal in a wireless connection mode, and the monitored vehicle-mounted signal is sent to the ground control terminal in real time;
the traction braking system is communicated with a 5G hot spot on the ground through a 5G communication transceiver, and the ground 5G hot spot is connected with a ground control terminal in a wired manner;
step 2, automatically activating a train emergency traction mode: when the vehicle-mounted terminal monitors the vehicle-mounted network fault, the monitored vehicle-mounted network fault signal is sent to the ground control terminal, and the ground control terminal automatically starts a train emergency traction mode remotely;
step 3, accurately stopping: in the emergency traction mode of the train, the ground control terminal directly sends a traction braking instruction and a changed traction braking force value to a traction braking system, so that the train can be stopped accurately in a stepless speed regulation mode.
Further, in step 3, the method for realizing accurate stopping of the train comprises the following specific steps:
step 31, determining a parking curve: assuming that the train position point in the step 2 when the vehicle-mounted network fails is a point A, the parking station of the nearest station in front is a point C, and the deceleration point between the point A and the point C is a point B; the connecting line of the point A, the point B and the point C forms a parking curve, the distance between the point A and the point B is S1, a constant-speed running section is arranged between the points AB, the constant-speed running time is t1, and the corresponding speed is V1; the distance between the point B and the point C is S2, a deceleration driving section is arranged between the points BC, the deceleration driving time is t2, the corresponding deceleration is a, and a is less than 1;
step 32, setting a driving handle: the ground control terminal is provided with a driving handle, the driving handle comprises a traction control window and an operating handle, the traction control window is linear and has a neutral gear 0, a full gear 100% and a gear scale value arranged between the neutral gear and the full gear; the operating handle can reciprocate in the traction control window;
step 33, calculating t1: the S2 value in the step 31 is a set value, and the S1 value can be obtained by calculation according to the current position information of the train in the vehicle-mounted signal; the value of V1 is determined according to the maximum traction force applied by the steering handle, and then:
t1＝S1/V1
step 33, calculating t2: since the speed of the train at point C is 0, it is:
t2＝2S2/V1
step 34, calculating the deceleration a, wherein a specific calculation formula is as follows: a=v1/t 2;
step 35, train running at constant speed: after the ground control terminal remotely and automatically starts an emergency traction mode of the train, the operating handle moves to a gear scale value between 50% and 100%, and the traction braking system applies traction to the train to enable the train to drive forwards at a constant speed V1, wherein V1 is less than or equal to Va; va is the maximum running speed allowed in the emergency traction mode of the train;
step 36, train speed reduction running: after the time t1, the train reaches a deceleration point B; at this time, the operation handle of the ground control terminal moves to the position of the gear scale equal to the value a according to the value a of the acceleration calculated in step 34, and the train is braked slowly, and after time t2, reaches the stop C and is decelerated to 0.
Further, in step 35, the gear scale value of the operating handle of the ground control terminal in the traction control window is determined according to the S1 value, and when S1 is not smaller than the set distance value, the operating handle is moved to the full gear 100%, and the traction braking system will provide the maximum traction allowed in the train emergency traction mode, so that v1=va.
Va=20 Km/h, and the maximum speed limit set by Va default is 20Km/h, and can be adjusted in an actual operation environment.
Preferably, as shown in fig. 2, in step 2, an "emergency traction mode knob" is provided in the cockpit of the unmanned train, and the ground control terminal remotely controls the on/off of the "emergency traction mode knob", so as to realize automatic on/off of the emergency traction mode of the train.
Further preferably, the remote command of the ground control terminal in step 2, the traction braking command in step 3 and the transmission mode of the traction braking force value are all transmitted by two independent data packets through a wireless redundant channel.
Further preferably, the headers of the two independent data packets are each provided with a security counter.
Further preferably, the method for using two security counters includes the following steps:
A. accumulating counts: each independent data packet, when each instruction packet is generated, the corresponding safety counter counts up and down for 1 time; when a certain independent data packet fails to generate an instruction packet due to the signal difference of the 5G network, the corresponding safety counter is not accumulated;
B. accumulated count value comparison: after the emergency traction mode knob or the traction braking system receives two independent data packets sent by the ground control terminal, firstly comparing the accumulated count value of the safety counter in the two independent data packets;
C. the specific determination method for determining the control instruction data comprises the following steps:
(1) When the accumulated count values of the safety counters in the two independent data packets are the same, the message data of the independent data packet received first is used as control instruction data;
(2) When the accumulated count values of the safety counters in the two independent data packets are different, message data of the independent data packet with the larger accumulated count value of the safety counter is used as control instruction data.
Further preferably, each security counter adopts a storage capacity of four bytes, so that continuous accumulation for 24 hours can be ensured not to overflow; and after the power of the unmanned train is off, resetting the accumulated count values in the two safety counters.
Further preferably, the unmanned train further comprises a PIS passenger information system with a built-in 5G communication transceiver, wherein the PIS passenger information system comprises a head camera arranged at the head of the unmanned train and a carriage camera arranged in each carriage; when the emergency traction mode of the train in the step 2 is automatically started, the ground control terminal can be connected with the PIS passenger information system through the 5G communication receiving and transmitting device, and then the video images in front of the train are checked through the head camera and the video images in each carriage are checked through the carriage camera.
Compared with the prior art, the invention automatically performs remote manual emergency driving control on the train under the condition of network failure by matching the 5G technology with the ground device, avoids the defects that personnel cannot log in the train in time and cannot steplessly regulate speed and control the train, realizes high-efficiency rescue and operation of the train, and is used for unmanned trains in the future.
Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made therein without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents.
Claims (9)
1. An emergency traction method suitable for an unmanned train is characterized in that: the method comprises the following steps:
step 1, establishing a train communication network: the unmanned train comprises a vehicle-mounted terminal and a traction braking system which are connected through a vehicle-mounted network;
the vehicle-mounted terminal monitors vehicle-mounted signals of the train in real time, wherein the vehicle-mounted signals comprise current position information of the train, current speed value of the train and real-time running state of a vehicle-mounted network;
the vehicle-mounted terminal is connected with the ground control terminal in a wireless connection mode, and the monitored vehicle-mounted signal is sent to the ground control terminal in real time;
the traction braking system is communicated with a 5G hot spot on the ground through a 5G communication transceiver, and the ground 5G hot spot is connected with a ground control terminal in a wired manner;
step 2, automatically activating a train emergency traction mode: when the vehicle-mounted terminal monitors the vehicle-mounted network fault, the monitored vehicle-mounted network fault signal is sent to the ground control terminal, and the ground control terminal automatically starts a train emergency traction mode remotely;
step 3, accurately stopping: in an emergency traction mode of the train, the ground control terminal directly sends a traction braking instruction and a changed traction braking force value to a traction braking system, so that the train can be stopped accurately in a stepless speed regulation mode;
in step 3, the method for realizing accurate parking of the train comprises the following steps:
step 31, determining a parking curve: assuming that the train position point in the step 2 when the vehicle-mounted network fails is a point A, the parking station of the nearest station in front is a point C, and the deceleration point between the point A and the point C is a point B; the connecting line of the point A, the point B and the point C forms a parking curve, the distance between the point A and the point B is S1, a constant-speed running section is arranged between the points AB, the constant-speed running time is t1, and the corresponding speed is V1; the distance between the point B and the point C is S2, a deceleration driving section is arranged between the points BC, the deceleration driving time is t2, the corresponding deceleration is a, and a is less than 1;
step 32, setting a driving handle: the ground control terminal is provided with a driving handle, the driving handle comprises a traction control window and an operating handle, the traction control window is linear and has a neutral gear 0, a full gear 100% and a gear scale value arranged between the neutral gear and the full gear; the operating handle can reciprocate in the traction control window;
step 33, calculating t1: the S2 value in the step 31 is a set value, and the S1 value can be obtained by calculation according to the current position information of the train in the vehicle-mounted signal; the value of V1 is determined according to the maximum traction force applied by the steering handle, and then:
t1＝S1/V1
step 33, calculating t2: since the speed of the train at point C is 0, it is:
t2＝2S2/V1
step 34, calculating the deceleration a, wherein a specific calculation formula is as follows: a=v1/t 2;
step 35, train running at constant speed: after the ground control terminal remotely and automatically starts an emergency traction mode of the train, the operating handle moves to a gear scale value between 50% and 100%, and the traction braking system applies traction to the train to enable the train to drive forwards at a constant speed V1, wherein V1 is less than or equal to Va; va is the maximum running speed allowed in the emergency traction mode of the train;
step 36, train speed reduction running: after the time t1, the train reaches a deceleration point B; at this time, the operation handle of the ground control terminal moves to the position of the gear scale equal to the value a according to the value a of the acceleration calculated in step 34, and the train is braked slowly, and after time t2, reaches the stop C and is decelerated to 0.
2. The emergency traction method for an unmanned train according to claim 1, wherein: in step 35, the gear scale value of the operating handle of the ground control terminal in the traction control window is determined according to the S1 value, when S1 is not smaller than the set distance value, the operating handle is moved to the full gear 100%, and the traction braking system provides the maximum traction allowed in the train emergency traction mode, so that v1=va.
3. The emergency traction method for an unmanned train according to claim 1, wherein: va=20 Km/h.
4. The emergency traction method for an unmanned train according to claim 1, wherein: in step 2, an emergency traction mode knob is arranged in a cockpit of the unmanned train, and a ground control terminal is used for controlling the on-off of the emergency traction mode knob remotely, so that the automatic on-off of the emergency traction mode of the train is realized.
5. The emergency traction method for an unmanned train according to claim 4, wherein: the remote command of the ground control terminal in the step 2, the traction braking command in the step 3 and the transmission mode of the traction braking force value are all transmitted by adopting two independent data packets through a wireless redundant channel.
6. The emergency traction method for an unmanned train according to claim 5, wherein: the message heads of the two independent data packets are provided with a safety counter.
7. The emergency traction method for an unmanned train according to claim 6, wherein: the using method of the two safety counters comprises the following steps:
A. accumulating counts: each independent data packet, when each instruction packet is generated, the corresponding safety counter counts up and down for 1 time; when a certain independent data packet fails to generate an instruction packet due to the signal difference of the 5G network, the corresponding safety counter is not accumulated;
B. accumulated count value comparison: after the emergency traction mode knob or the traction braking system receives two independent data packets sent by the ground control terminal, firstly comparing the accumulated count value of the safety counter in the two independent data packets;
C. the specific determination method for determining the control instruction data comprises the following steps:
(1) When the accumulated count values of the safety counters in the two independent data packets are the same, the message data of the independent data packet received first is used as control instruction data;
(2) When the accumulated count values of the safety counters in the two independent data packets are different, message data of the independent data packet with the larger accumulated count value of the safety counter is used as control instruction data.
8. The emergency traction method for an unmanned train according to claim 7, wherein: each safety counter adopts four-byte storage capacity, so that continuous accumulation for 24 hours can be ensured not to overflow; and after the power of the unmanned train is off, resetting the accumulated count values in the two safety counters.
9. The emergency traction method for an unmanned train according to claim 1, wherein: the unmanned train also comprises a PIS passenger information system which is internally provided with a 5G communication transceiver, wherein the PIS passenger information system comprises a head camera arranged at the head of the unmanned train and a carriage camera arranged in each carriage; when the emergency traction mode of the train in the step 2 is automatically started, the ground control terminal can be connected with the PIS passenger information system through the 5G communication receiving and transmitting device, and then the video images in front of the train are checked through the head camera and the video images in each carriage are checked through the carriage camera.
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| PCT/CN2022/112740 WO2023024969A1 (en) | 2021-08-23 | 2022-08-16 | Emergency traction method suitable for driverless train |
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| CN113665632B (en) * | 2021-08-23 | 2024-04-02 | 中车南京浦镇车辆有限公司 | Emergency traction method suitable for unmanned train |
| CN114545910A (en) * | 2021-11-30 | 2022-05-27 | 深圳元戎启行科技有限公司 | Remote take-over method and system for automatic driving vehicle and computer storage medium |
| CN115782981A (en) * | 2022-12-22 | 2023-03-14 | 同济大学 | Remote emergency driving system under fault scene of rail transit unmanned train control system |
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