CN113942486B - Brake fault processing method and signal system - Google Patents
Brake fault processing method and signal system Download PDFInfo
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- CN113942486B CN113942486B CN202111237873.0A CN202111237873A CN113942486B CN 113942486 B CN113942486 B CN 113942486B CN 202111237873 A CN202111237873 A CN 202111237873A CN 113942486 B CN113942486 B CN 113942486B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
- B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
Abstract
The invention provides a brake fault processing method and a signal system, comprising the following steps: acquiring hard line fault information related to train and braking, and receiving fault quantity information related to train and braking; the fault quantity information is non-hard line fault information; and judging the brake fault state of the train according to the fault quantity information and the hard line fault information so as to perform brake fault processing according to the brake fault state. According to the brake fault processing method and the signal system provided by the invention, the fault state of the train is judged by receiving the fault quantity information and acquiring the hard line fault information, so that corresponding processing measures are taken according to different fault degrees, and the application range of the brake fault processing method and the signal system is wider on the premise of effectively improving the train running safety.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a brake fault processing method and a signal system.
Background
In a train control system, the driving safety depends more on a braking system of a train, and once a braking fault occurs to the train, if the braking fault is not processed quickly and accurately, not only the driving efficiency is affected, but also unexpected consequences can be caused.
In the traditional train brake fault processing method, a signal system is used for acquiring single hard line fault information, when the hard line fault information related to train brake is acquired, emergency brake is immediately implemented, and then brake fault is processed manually.
However, once a hard-line brake failure is detected, the manner in which the failure is handled directly by human intervention is less automated, resulting in a failure that is not applicable to all train operating modes.
Disclosure of Invention
Aiming at the problems in the prior art, the embodiment of the invention provides a braking fault processing method and a signal system.
The invention provides a brake fault processing method, which comprises the following steps: acquiring hard line fault information related to the train and braking, and receiving fault quantity information related to the train and braking; the fault quantity information is non-hard line fault information;
and judging the brake fault state of the train according to the fault quantity information and the hard line fault information so as to process the brake fault according to the brake fault state.
According to the brake fault processing method provided by the present invention, in a case that the hard wire fault information is valid, the determining a brake fault state of the train according to the fault number information and the hard wire fault information specifically includes:
if the fault quantity information is invalid, or the fault quantity information is valid and the fault quantity is not less than a preset threshold value, or the fault quantity in the fault quantity information is zero, determining that the brake fault state is a brake heavy fault;
and if the fault quantity information is effective and the fault quantity is a non-zero value smaller than a preset threshold value, judging that the braking fault state is a braking fault which can be cut off.
According to the brake failure processing method provided by the present invention, before the determining the brake failure state of the train according to the failure number information and the hard wire failure information, the method further includes:
under the condition that the hard line fault information is invalid, if the fault quantity information is valid, controlling the train network to alarm information inconsistency;
and under the condition that the hard wire fault information is effective, sending an emergency braking instruction to the train so as to control the train to perform emergency braking.
According to a brake failure processing method provided by the present invention, if a train is in a train automatic driving system control mode, after determining a brake failure state of the train, the method further includes:
if the brake fault state is the removable brake fault, generating a removable brake fault alarm, and sending the removable brake fault alarm to an operation management center so that the operation management center can generate a remote isolation instruction according to the removable brake fault alarm;
receiving the remote isolation instruction, and sending the remote isolation instruction to the train so that the train can brake and isolate the target compartment with the brake fault;
and if the brake fault state is the brake heavy fault, generating a brake heavy fault alarm, sending the brake heavy fault alarm to an operation management center, and sending an emergency brake non-release instruction to the train.
According to the brake fault processing method provided by the invention, new fault quantity information is received within a first preset time length for continuously sending the remote isolation instruction to the train;
and if the fault number in the new fault number information is not smaller than the preset threshold value, determining that the train does not execute the remote isolation instruction, and sending the emergency braking non-release instruction to the train.
According to the brake fault processing method provided by the invention, after the train performs brake isolation on the target compartment with the brake fault, the method further comprises the following steps:
if the braking state of the train is that emergency braking release is normal, determining that the hard line fault information is invalid;
if the braking state of the train is that emergency braking release is invalid, an emergency braking non-release instruction is sent to the train;
and if the target compartment is determined to have the braking fault again, keeping the fault quantity unchanged before the train network is restarted.
According to the brake fault processing method provided by the invention, if the train is determined to be in a non-static state, the validity period of the fault state is set to be a second preset time length;
and if the train is determined to be in the static state, setting the validity period of the fault state as a third preset time length.
According to the brake fault processing method provided by the invention, if a train is in a communication-based train control system mode and the fault state is the removable brake fault, the train is determined to execute a remote isolation instruction; the remote isolation instruction is sent by the train network.
The present invention also provides a signaling system comprising:
the receiving and collecting unit is used for collecting the hard line fault information related to the train and the brake and receiving the fault quantity information related to the train and the brake; the fault quantity information is non-hard line fault information;
and the judging unit is used for judging the brake fault state of the train according to the fault quantity information and the hard line fault information so as to perform brake fault processing according to the brake fault state.
The present invention also provides an electronic device, which includes a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the brake failure processing method as described in any one of the above when executing the program.
The invention also provides a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, carries out the steps of the brake fault handling method according to any one of the above.
According to the brake fault processing method and the signal system provided by the invention, the fault state of the train is judged by receiving the fault quantity information and acquiring the hard line fault information, so that corresponding processing measures are taken according to different fault degrees, and the application range of the brake fault processing method and the signal system is wider on the premise of effectively improving the train running safety.
Drawings
In order to more clearly illustrate the present invention or the technical solutions in the prior art, the drawings used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.
FIG. 1 is a schematic flow diagram of a brake failure handling method provided by the present invention;
FIG. 2 is a second schematic flow chart of the brake fault handling method provided by the present invention;
FIG. 3 is a schematic diagram of a signaling system provided by the present invention;
fig. 4 is a schematic structural diagram of an electronic device provided in the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is obvious that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without inventive step based on the embodiments of the present invention, are within the scope of protection of the present invention.
It should be noted that in the description of the embodiments of the present invention, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrases "comprising a," "8230," "8230," or "comprising" does not exclude the presence of additional like elements in a process, method, article, or apparatus that comprises the element. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
With the development of the rail transit industry, the full-automatic operation of trains becomes a mainstream, and at present, the full-automatic operation of a plurality of subway lines in China is realized. In the prior art, the braking fault of the train is determined only by singly acquiring information through a hard wire, and a corresponding processing method cannot be adopted according to different fault degrees, so that the method is not suitable for all train operation modes, particularly the full-automatic operation of the train.
In order to be suitable for different train operation modes, the train operation system should be able to identify whether a currently occurring brake failure is a heavy brake failure, and take different failure handling measures according to the severity of the failure. On the basis of the original single hard wire acquisition, the invention adds a train network for assisting a signal system to judge the fault state of the train and takes corresponding measures according to different fault states. The method is at least suitable for an Automatic Train Operation (ATO) Control mode and a Communication Based Train Control (CBTC) mode.
The following describes a brake fault processing method and a signal system provided by the embodiment of the invention with reference to fig. 1 to 4.
Fig. 1 is a schematic flow chart of a brake fault processing method provided by the present invention, and its executing main bodies are all signal systems without emphasis, as shown in fig. 1, including but not limited to the following steps:
firstly, in step S1, a signal system collects the hard line fault information related to the train and the brake and receives the fault quantity information related to the train and the brake; the fault quantity information is non-hard-line fault information.
Since the hard wire is a safe input and the train network is an unsafe interface, in the communication between the signal system and the train, unsafe information can be transmitted through the train network, and safe information can be transmitted through the hard wire. The safety information can be information such as whether a brake fault occurs to the train, an emergency brake instruction, a remote isolation instruction, and the train running speed, and the non-safety information can be information such as an emergency brake unreleasing instruction and fault quantity information. The Train network may be a Train Control and Management System (TCMS).
The number of the faults of the train is equal to the number of the faulty carriages, because each carriage of the train corresponds to one bogie, and the fault of the bogie is a brake fault, so that at most one brake fault exists in each carriage.
The isolation cock does not belong to the range of Brake faults, so the Brake faults of the train do not include the state of the isolation cock, a Brake Control Unit (BCU) of the train is adjusted to be the state of basic braking, and meanwhile, the train sends the state of the isolation cock to the TCMS and displays the state on a display screen of the TCMS.
Under the condition that any carriage of the train has brake faults such as unavailable emergency brake, unreleased automatic locking of the brake, abnormal application of the emergency brake and the like, the signal system can acquire hard line fault information related to the train and the brake through a hard line; the train also collects the fault number information related to braking of the train and sends the fault number information to the signal system through the TCMS.
The fault number information is the number information of brake faults in the whole train acquired by the train, and the train forwards the brake faults to the signal system through the TCMS. The train can acquire the number information of the braking faults; and the signal system can only collect the hard-line fault information through the hard line.
The signal system can only know that the train has braking faults through the hard line fault information, and cannot know the number of the braking faults of the train, so that the signal system needs to receive the TCMS forwarding fault number information.
Specifically, the signal system receives train and brake related fault quantity information forwarded by the train through the TCMS, and collects train and brake related hard line fault information.
Further, in step S2, the signal system determines a brake fault state of the train according to the fault quantity information and the hard line fault information, so as to perform brake fault processing according to the brake fault state.
The brake fault condition of the train may include at least a removable brake fault, a brake heavy fault, and an information inconsistency.
Specifically, the signal system comprehensively judges the brake fault state of the train according to the fault quantity information and the hard line fault information.
In the running process of the train, the train with brake failure is a great potential safety hazard, so that once the signal system collects the hard wire failure information, an emergency brake instruction is immediately sent to the BCU through the hard wire for the safe running of the train, and the BCU executes the emergency brake instruction to control the train to stop and is in an emergency brake state.
In the train, if the brake systems of other carriages without brake faults can meet the normal brake requirement of the whole train, the brake fault state is judged to be the brake fault which can be cut off, the brake systems of the carriages with brake faults can be isolated, and the train can normally run.
If the brake system of other carriages without brake faults cannot meet or cannot judge whether the brake requirement of the whole train is met, the brake fault state is judged to be a heavy brake fault, and the signal system can generate a heavy brake fault alarm.
If the signal system does not acquire the fault information of the brake hard line, but receives the fault quantity information, the brake fault state is judged to be inconsistent, the train normally runs, and the TCMS gives an alarm of the inconsistent information, namely, a display screen of the TCMS can display the inconsistent fault of the brake hard line of the heavy fault network.
When a train is in a Restricted train operation mode (RM), a signal system sends an emergency brake unreleasing instruction to the train when acquiring hard line fault information.
The brake fault processing method provided by the invention judges the fault state of the train by receiving the fault quantity information and acquiring the hard line fault information, so that corresponding processing measures are taken according to different fault degrees, and the application range of the brake fault processing method is wider on the premise of effectively improving the train running safety.
Optionally, when the hard-line fault information is valid, the determining a brake fault state of the train according to the fault quantity information and the hard-line fault information specifically includes:
if the fault quantity information is invalid, or the fault quantity information is valid and the fault quantity is not less than a preset threshold value, or the fault quantity in the fault quantity information is zero, determining that the brake fault state is a brake heavy fault;
and if the fault quantity information is effective and the fault quantity is a non-zero value smaller than a preset threshold value, judging that the braking fault state is a braking fault which can be cut off.
When the signal system fails to receive the fault number information in the case of a communication fault between the signal system and the TCMS, the fault number information may be considered invalid. The preset threshold may be set to 2. In the case that the signaling system and the TCMS communicate normally, the signaling system can receive the fault number information, and the fault number information can be considered to be valid.
If the signal system acquires the hard line fault information, the hard line fault information can be considered to be effective; if the signal system does not acquire the hard-line fault information, the hard-line fault information can be considered invalid.
Specifically, under the condition that the signal system acquires the hard-line fault information, if the signal system does not receive the fault number information forwarded by the TCMS, or the fault number in the received fault number information is not less than 2, or the fault number in the received fault number information is 0, it is determined that the brake fault state is a heavy brake fault. The signal system receives the fault quantity information forwarded by the TCMS, but the fault quantity information shows that the fault quantity is 0, at the moment, the fault quantity information is considered to be unreliable, and under the condition that the signal system collects the hard line fault information, the brake fault state is judged to be a heavy brake fault.
Because the signal system collects the hard line fault information but does not receive the fault quantity information forwarded by the TCMS, the number of the braking faults can not be obtained through the fault quantity information, and the braking fault state is directly judged as a braking heavy fault in order to ensure the safety of the train.
Under the condition that the signal system acquires the hard line fault information, if the signal system receives the fault number information forwarded by the TCMS, and the fault number is smaller than 2 and larger than 0, namely the fault number is 1, the brake fault is considered to be in a controllable range, the normal braking of the train can be ensured by using the brake systems of other carriages in the train, and therefore the brake fault state is judged to be the braking fault which can be removed.
According to the brake fault processing method provided by the invention, the brake fault of the train can be quickly and accurately positioned by combining the fault quantity information and the collected hard line fault information, and a foundation is provided for various measures for solving the brake fault of the train.
Optionally, before the determining the brake fault state of the train according to the fault number information and the hard-line fault information, the method further includes:
under the condition that the hard line fault information is invalid, if the fault quantity information is valid, controlling the train network to alarm information inconsistency;
and under the condition that the hard wire fault information is effective, sending an emergency braking instruction to the train so as to control the train to perform emergency braking.
Specifically, before determining the brake failure state of the train, in order to ensure the safety of the train and avoid error processing, preliminary determination needs to be performed according to the received and collected information, and whether the train needs emergency braking is determined according to a determination result.
Under the condition that the signal system does not acquire the hard line fault information, if the signal system receives the fault quantity information, the brake fault state is judged to be inconsistent, the train normally runs, and the TCMS gives an alarm of the inconsistent information, namely, a display screen of the TCMS can display the inconsistent fault of the hard line of the brake heavy fault network.
And under the condition that the hard wire fault information is effective, in order to ensure the safety of the train, the signal system sends an emergency braking instruction to the train so as to control the train to perform emergency braking.
According to the brake fault processing method provided by the invention, the safety of the train is guaranteed by preliminarily judging the fault information of the hard line and taking corresponding measures.
Optionally, if the train is in the train automatic driving system control mode, after determining the brake failure state of the train, the method further includes:
if the brake fault state is the sectionable brake fault, generating a sectionable brake fault alarm, and sending the sectionable brake fault alarm to an operation management center so that the operation management center can generate a remote isolation instruction according to the sectionable brake fault alarm;
receiving the remote isolation instruction, and sending the remote isolation instruction to the train so that the train can brake and isolate the target compartment with the brake fault;
and if the brake fault state is the brake heavy fault, generating a brake heavy fault alarm, sending the brake heavy fault alarm to an operation management center, and sending an emergency brake non-release instruction to the train.
The Automatic Train Operation (ATO) control modes at least include a full-Automatic running Mode (FAM) and a Creep driving Mode (CAM).
The remote isolation instruction may be issued by a personnel Operating a Control Center (OCC).
After determining the brake failure state of the train, the train is in an emergency braking state at the moment.
If the brake fault state is a removable brake fault, the signal system generates a removable brake fault alarm and sends the removable brake fault alarm to an operation management center, and the operation management center generates a remote isolation instruction according to the removable brake fault alarm and sends the remote isolation instruction to a VOBC (Vehicle-mounted Controller) of the signal system; after the train stops, the VOBC sends the received remote isolation instruction to a BCU of the train through a hard wire, the BCU executes the remote isolation instruction, the target carriage with the brake fault is braked and isolated, after the target carriage is braked and isolated, the train automatically brakes and relieves emergency brake, and a brake system of other carriages except the target carriage is recovered.
If the braking fault state is a braking heavy fault, the signal system generates a braking heavy fault alarm, then the braking heavy fault alarm is sent to the operation management center, and an emergency braking non-release instruction is sent to the train, and at the moment, the braking state of the train is an emergency braking non-release instruction. At the moment, the train can be overhauled in a manual intervention mode.
According to the brake fault processing method provided by the invention, the classification processing of different fault states of the train can effectively improve the availability of the full-automatic operation system.
Optionally, new fault quantity information is received within a first preset time period during which the remote isolation instruction is continuously sent to the train;
and if the fault number in the new fault number information is not smaller than the preset threshold value, determining that the train does not execute the remote isolation instruction, and sending the emergency braking non-release instruction to the train.
The first preset time duration can be set to 5 seconds, and after the first preset time duration is continuously sent, the signal system does not send the remote isolation instruction any more.
If the train has a brake failure, the train continuously sends the collected failure number information to the signal system through the TCMS, and the processing period of the signal system can be once every 200 milliseconds.
The signaling system hardwired the remote isolation command to the train for 5 seconds and received the new fault number information sent by the TCMS in 5 seconds. If a new brake fault occurs on the train on the basis of the original brake fault in the process of sending the remote isolation instruction to the train, namely the fault number in the new fault number information is determined to be not less than 2, an emergency brake non-release instruction is sent to the train, the train executes the emergency brake non-release instruction and does not execute the received remote isolation instruction, and at the moment, the brake state of the train is the emergency brake non-release.
If the remote isolation instruction is sent to the train, the train does not generate a new brake fault on the basis of the original brake fault, the train executes the remote isolation instruction, namely, the target compartment with the brake fault is braked and isolated, and after the target compartment is braked and isolated, the train brakes and relieves emergency braking.
According to the brake fault processing method provided by the invention, the train is sent with the remote isolation instruction with the preset time length, so that the instantaneous brake fault time is checked for the train on the basis of ensuring the quick fault processing, and the processing result of the brake fault is more accurate.
Optionally, after the train performs brake isolation on the target car with the brake fault, the method further includes:
if the obtained braking state of the train is that emergency braking is normally relieved, determining that the hard wire fault information is invalid;
if the braking state of the train is that emergency braking release is invalid, an emergency braking non-release instruction is sent to the train;
and if the target compartment is determined to have the braking fault again, keeping the fault quantity unchanged before the train network is restarted.
Specifically, after the train brakes and isolates a target compartment with a brake fault, the train brakes and relieves the emergency brake, if the signal system acquires that the brake state of the train is normal for relieving the emergency brake through a hard wire, the signal system determines that the acquired hard wire fault information is invalid, at the moment, the TCMS count is 1, and the train is in a state of normal operation.
And if the signal system acquires that the braking state of the train is the emergency braking release ineffectiveness through a hard wire, sending an emergency braking non-release instruction to the train.
And if the signal system acquires that the target compartment has a brake fault again through a hard line, before the TCMS is restarted, keeping the number of faults counted by the TCMS unchanged.
Wherein, communication delay or network failure can cause communication interruption, namely, the TCMS is restarted. Whether the TCMS restarts is determined by the train.
According to the brake fault processing method provided by the invention, the brake state of the fault compartment after remote isolation is monitored, so that the accurate processing from fault finding to operation recovery of the train is ensured.
Optionally, if it is determined that the train is in a non-stationary state, setting the validity period of the fault state as a second preset time period;
and if the train is in the static state, setting the validity period of the fault state as a third preset time length.
The operation period of the signal system may be 200 ms, the second preset time period may be set to 1 operation period of the signal system, that is, 200 ms, and the third preset time period may be set to 3 operation periods of the signal system, that is, 600 ms.
Specifically, the signal system can acquire the speed information of the train through a hard line, and if the speed in the speed information of the train is not zero, namely the train is determined to be in a non-static state and unsafe factors exist, the signal system sets the validity period of the fault state of the train to be 200 milliseconds.
If the speed in the speed information of the train is zero, namely the train is determined to be in a static state, the signal system sets the validity period of the fault state of the train to be 600 milliseconds.
According to the brake fault processing method provided by the invention, different fault state validity periods are set according to the motion state of the train with the brake fault, and potential safety hazards are eliminated on the basis of ensuring the rapid processing of the fault.
Optionally, if the train is in a communication-based train control system mode and the fault state is the removable brake fault, determining that the train executes a remote isolation instruction; the remote isolation instruction is sent by the train network.
The Communication Based Train Control system (CBTC) Mode at least includes an Automatic Train operating Mode (AM) and a Code Train operating Mode (CM) under Automatic Train protection.
If the train is in the CBTC mode and the fault state of the train is a brake failure capable of being removed, the train executes a remote isolation instruction sent by the TCMS; wherein, the remote isolation instruction can be sent by a driver through a soft button on a TCMS display screen.
The brake fault processing method provided by the invention is also suitable for the train in a communication-based train control system mode, and has a wider application range.
Fig. 2 is a second schematic flow chart of the brake failure processing method provided by the present invention, as shown in fig. 2, when a brake failure such as a brake failure, such as unavailable emergency brake or unreleased automatic locking of brake or abnormal application of emergency brake, occurs in a train, a signal system can acquire the information of the hard wire failure related to the brake of the train through a hard wire, and then send an emergency brake instruction to the train, and at the same time, determine the communication condition between the signal system and the TCMS.
If the communication between the signal system and the TCMS is abnormal, the signal system generates a heavy braking fault alarm and sends an emergency braking unreleasing instruction to the train; and if the communication between the signal system and the TCMS is normal, the signal system receives the fault quantity information sent by the TCMS and judges the quantity of the train braking faults.
If the number of the brake faults is not less than 2, the signal system generates a brake heavy fault alarm, and the emergency brake of the train is not relieved; if the number of the brake faults is less than 2, namely the number of the faults is 1, a brake fault alarm capable of being cut off is generated, and the train carries out remote isolation on the compartment with the fault.
Judging the fault of train isolation braking, if the fault of train isolation braking is unsuccessful, the TCMS count is 1, and the emergency braking of the train is not relieved; if the train isolation brake failure is successful, the brake isolated compartment fails again, the TCMS count is kept to be 1, and meanwhile the state that the emergency brake of the train is relieved is judged.
If the train is normal when emergency braking is relieved, the TCMS count is 1, the hard wire fault information is invalid, and the train can normally run; if the emergency braking of the train is not normal, the emergency braking of the train is not relieved.
Fig. 3 is a schematic structural diagram of a signal system provided by the present invention, as shown in fig. 3, including but not limited to the following units:
the receiving and collecting unit 301 is used for collecting the hard line fault information related to the train and the brake and receiving the fault quantity information related to the train and the brake; the fault quantity information is non-hard line fault information;
a determining unit 302, configured to determine a brake fault state of the train according to the fault quantity information and the hard line fault information, so as to perform brake fault processing according to the brake fault state.
In the operation process of the signal system, the receiving and collecting unit 301 collects the hard line fault information related to the train and the brake, and receives the fault quantity information related to the train and the brake; the fault quantity information is non-hard line fault information; the determination unit 302 determines a brake failure state of the train according to the failure number information and the hard wire failure information to perform brake failure processing according to the brake failure state.
First, the receiving and collecting unit 301 receives the number information of the faults related to the braking of the train and collects the hard line fault information related to the braking of the train.
Because the hard line belongs to the safe input and the train network belongs to the non-safe interface, the communication between the signal system and the train can be realized, the non-safe information can be transmitted through the train network, and the safe information can be transmitted through the hard line. The safety information comprises information such as whether a brake fault occurs to the train, an emergency brake instruction, a remote isolation instruction and the train running speed, and the non-safety information comprises information such as an emergency brake unreleasing instruction and fault quantity information. Wherein, the train network may be a TCMS.
Because each carriage of the train corresponds to one bogie, the fault of the bogie is the brake fault, and at most only one brake fault exists in each carriage. I.e., the number of failed trains is equal to the number of failed cars.
The isolation cock does not belong to the range of brake faults, so the brake faults of the train do not include the state of the isolation cock, the BCU of the train is adjusted to the state of basic braking, and meanwhile, the train can send the state of the isolation cock to the TCMS and display the state on the display screen of the TCMS.
Under the condition that brake faults such as unavailable emergency brake or brake failure such as automatic locking or abnormal application of emergency brake cannot be relieved in any carriage of the train, the signal system can acquire the hard wire fault information related to the brake of the train through a hard wire; the train can also acquire the fault number information related to braking of the train and send the fault number information to the signal system through the TCMS.
The fault number information is the number information of brake faults in the whole train acquired by the train, and the train forwards the brake faults to the signal system through the TCMS. The train can acquire the number information of the braking faults; and the signal system can only acquire the hard wire fault information through hard wire quantity.
The signal system can only know that the train has braking faults through the hard line fault information, and cannot know the number of the braking faults of the train, so that the signal system needs to receive the TCMS forwarding fault number information.
Specifically, the signal system receives train and brake related fault quantity information forwarded by the train through the TCMS, and collects train and brake related hard line fault information.
Further, the determination unit 302 determines a brake failure state of the train according to the failure number information and the hard wire failure information to perform brake failure processing according to the brake failure state.
The brake fault condition of the train includes at least a removable brake fault, a brake heavy fault, and an information inconsistency.
Specifically, the signal system comprehensively judges the brake fault state of the train according to the fault quantity information and the hard line fault information.
In the running process of the train, the train with the brake failure is a great potential safety hazard, so for the safe running of the train, once the signal system collects the hard wire failure information, an emergency brake instruction is immediately sent to the BCU through the hard wire, and the BCU executes the emergency brake instruction to control the train to stop.
In the train, if the brake systems of other carriages without brake faults can meet the normal brake requirement of the whole train, the brake fault state is judged to be the brake fault which can be cut off, the brake systems of the carriages with brake faults can be isolated, and the train can normally run.
If the brake system of other carriages without brake faults cannot meet or cannot judge whether the brake requirement of the whole train is met, the brake fault state is judged to be a heavy brake fault, and the signal system can generate a heavy brake fault alarm.
If the signal system does not acquire the fault information of the brake hard line but receives the fault quantity information, the brake fault state is judged to be inconsistent, the train normally runs, and the TCMS gives an alarm of the inconsistent information, namely, a display screen of the TCMS can display the inconsistent fault of the brake hard line of the heavy fault network.
When the train is under the RM and the signal system acquires the hard line fault information, an emergency braking non-relief instruction is sent to the train.
The signal system provided by the invention judges the fault state of the train by receiving the fault quantity information and acquiring the hard line fault information, so that corresponding processing measures are taken according to different fault degrees, and the application range of the signal system is wider on the premise of effectively improving the train running safety.
It should be noted that, when being specifically executed, the signal system provided in the embodiment of the present invention may be implemented based on the brake fault processing method described in any of the above embodiments, and details of this embodiment are not described herein.
Fig. 4 is a schematic structural diagram of an electronic device provided in the present invention, and as shown in fig. 4, the electronic device may include: a processor (processor) 410, a communication Interface 420, a memory (memory) 430 and a communication bus 440, wherein the processor 410, the communication Interface 420 and the memory 430 are communicated with each other via the communication bus 440. Processor 410 may invoke logic instructions in memory 430 to perform a brake fault handling method comprising: acquiring hard line fault information related to the train and the brake, and receiving fault quantity information related to the train and the brake; the fault quantity information is non-hard line fault information; and judging the brake fault state of the train according to the fault quantity information and the hard line fault information so as to perform brake fault processing according to the brake fault state.
In addition, the logic instructions in the memory 430 may be implemented in the form of software functional units and stored in a computer readable storage medium when the software functional units are sold or used as independent products. Based on such understanding, the technical solution of the present invention or a part thereof which substantially contributes to the prior art may be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: various media capable of storing program codes, such as a usb disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk, or an optical disk.
In another aspect, the present invention also provides a computer program product comprising a computer program stored on a non-transitory computer readable storage medium, the computer program comprising program instructions which, when executed by a computer, enable the computer to perform the brake fault handling method provided by the above methods, the method comprising: acquiring hard line fault information related to the train and braking, and receiving fault quantity information related to the train and braking; the fault quantity information is non-hard line fault information; and judging the brake fault state of the train according to the fault quantity information and the hard line fault information so as to perform brake fault processing according to the brake fault state.
In yet another aspect, the present invention also provides a non-transitory computer-readable storage medium, on which a computer program is stored, the computer program being implemented by a processor to execute the brake fault processing method provided by the above embodiments, the method including: acquiring hard line fault information related to the train and braking, and receiving fault quantity information related to the train and braking; the fault quantity information is non-hard line fault information; and judging the brake fault state of the train according to the fault quantity information and the hard line fault information so as to perform brake fault processing according to the brake fault state.
The above-described embodiments of the apparatus are merely illustrative, and the units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment may be implemented by software plus a necessary general hardware platform, and may also be implemented by hardware. With this understanding in mind, the above-described technical solutions may be embodied in the form of a software product, which can be stored in a computer-readable storage medium such as ROM/RAM, magnetic disk, optical disk, etc., and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the methods described in the embodiments or some parts of the embodiments.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, and not to limit it; 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; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (8)
1. A brake fault processing method is applied to a signal system and is characterized by comprising the following steps:
acquiring hard line fault information related to train and braking, and receiving fault quantity information related to train and braking; the fault quantity information is non-hard line fault information;
according to the fault quantity information and the hard line fault information, judging the brake fault state of the train to process brake faults according to the brake fault state, wherein the brake fault state comprises a removable brake fault, a heavy brake fault and inconsistent information;
under the condition that the hard wire fault information is valid, the determining the brake fault state of the train according to the fault quantity information and the hard wire fault information specifically includes:
if the fault quantity information is invalid, or the fault quantity information is valid and the fault quantity is not less than a preset threshold value, or the fault quantity in the fault quantity information is zero, determining that the brake fault state is a brake heavy fault;
if the fault quantity information is valid and the fault quantity is a nonzero value smaller than the preset threshold value, judging that the brake fault state is a brake fault which can be removed;
before determining the brake fault state of the train according to the fault quantity information and the hard line fault information, the method further comprises the following steps:
under the condition that the hard line fault information is invalid, if the fault quantity information is valid, controlling the train network to alarm information inconsistency;
and under the condition that the hard wire fault information is effective, sending an emergency braking instruction to the train so as to control the train to perform emergency braking.
2. The brake failure processing method according to claim 1, wherein if the train is in a train automatic driving system control mode, after determining the brake failure state of the train, further comprising:
if the brake fault state is the removable brake fault, generating a removable brake fault alarm, and sending the removable brake fault alarm to an operation management center so that the operation management center can generate a remote isolation instruction according to the removable brake fault alarm;
receiving the remote isolation instruction, and sending the remote isolation instruction to the train so that the train can brake and isolate the target compartment with the brake fault;
and if the brake fault state is the brake heavy fault, generating a brake heavy fault alarm, sending the brake heavy fault alarm to an operation management center, and sending an emergency brake non-release instruction to the train.
3. The brake failure processing method according to claim 2, wherein new failure number information is received within a first preset time period during which the remote isolation instruction is continuously sent to the train;
and if the fault number in the new fault number information is not smaller than the preset threshold value, determining that the train does not execute the remote isolation instruction, and sending the emergency braking non-release instruction to the train.
4. The brake fault handling method according to claim 2, wherein after the train brake-isolates the target car in which the brake fault occurs, the method further comprises:
if the obtained braking state of the train is that emergency braking is normally relieved, determining that the hard wire fault information is invalid;
if the braking state is acquired as the emergency braking release ineffectiveness, an emergency braking non-release instruction is sent to the train;
and if the target compartment is determined to have the braking fault again, keeping the fault quantity unchanged before the train network is restarted.
5. The brake failure processing method according to claim 1, wherein if it is determined that the train is in a non-stationary state, the validity period of the failure state is set to a second preset time length;
and if the train is determined to be in the static state, setting the validity period of the fault state as a third preset time length.
6. The brake fault handling method of claim 1, wherein if a train is in a communication-based train control system mode and the fault status is the excisable brake fault, determining that the train executes a remote isolation command; the remote isolation instruction is sent by the train network.
7. A signaling system, comprising:
the receiving and collecting unit is used for collecting the hard line fault information related to the braking of the train and receiving the fault quantity information related to the braking of the train; the fault quantity information is non-hard line fault information;
the judging unit is used for judging the brake fault state of the train according to the fault quantity information and the hard line fault information so as to process the brake fault according to the brake fault state, wherein the brake fault state comprises a removable brake fault, a heavy brake fault and inconsistent information;
the determining unit is further configured to determine that the braking fault state is a heavy braking fault if the fault quantity information is invalid, or the fault quantity information is valid and the fault quantity is not less than a preset threshold, or the fault quantity in the fault quantity information is zero, and determine that the braking fault state is a braking fault that can be removed if the fault quantity information is valid and the fault quantity is a nonzero value that is less than the preset threshold;
and the judging unit is also used for controlling the train network to alarm information inconsistency if the fault quantity information is valid under the condition that the hard line fault information is invalid, and sending an emergency braking instruction to the train to control the train to brake emergently under the condition that the hard line fault information is valid.
8. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, characterized in that the processor implements the brake failure handling method steps according to any of claims 1 to 6 when executing the computer program.
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| CN100584677C (en) * | 2007-05-23 | 2010-01-27 | 南车株洲电力机车有限公司 | Method and equipment for controlling electronic braking controller |
| US9110951B2 (en) * | 2013-09-16 | 2015-08-18 | GM Global Technology Operations LLC | Method and apparatus for isolating a fault in a controller area network |
| CN112193230B (en) * | 2020-09-24 | 2023-10-27 | 北京市轨道交通建设管理有限公司 | Train braking fault control method and device |
| CN112389406B (en) * | 2020-11-26 | 2021-09-10 | 交控科技股份有限公司 | Train brake control method and device |
| CN113415264B (en) * | 2021-07-30 | 2023-08-18 | 中车长春轨道客车股份有限公司 | Rail vehicle braking system and monitoring method thereof |
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