CN115892120A - Integrity test equipment and method for heavy-duty train - Google Patents
Integrity test equipment and method for heavy-duty train Download PDFInfo
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- CN115892120A CN115892120A CN202211263214.9A CN202211263214A CN115892120A CN 115892120 A CN115892120 A CN 115892120A CN 202211263214 A CN202211263214 A CN 202211263214A CN 115892120 A CN115892120 A CN 115892120A
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Abstract
The invention relates to an integrity test device and method for a heavy-duty train, wherein the device comprises a vehicle-mounted device and a train tail device; the vehicle-mounted equipment comprises a vehicle-mounted main control unit, and a vehicle-mounted wireless communication module, a vehicle-mounted satellite receiving module and a vehicle interface unit which are respectively connected with the vehicle-mounted main control unit; the train tail equipment comprises a train tail main control unit, and a train tail wireless communication module, a wind pressure detection module, a train tail satellite receiving module and an exhaust module which are respectively connected with the train tail main control unit; and after the train integrity is established, the train integrity state is monitored in real time by the vehicle-mounted equipment. Compared with the prior art, the invention has the advantages of improving the running safety of the heavy-duty train, reducing the operation intensity of drivers and the like.
Description
Technical Field
The invention relates to a train signal control system, in particular to integrity test equipment and method for a heavy-duty train.
Background
At present, in the domestic heavy haul railway, the establishment of the integrity of the train is established by a through test carried out by a driver in the process of departure preparation, the through test is commonly called as 'wind test', the monitoring of the integrity of the train is judged by periodically inquiring the wind pressure at the tail part of the train by the driver, and a train operation control system does not monitor the integrity of the train. The integrity of the train is ensured by monitoring a driver, so that the operation intensity of the driver is increased, and the unreliability of the increase of human factors is improved; on the other hand, the method can only be suitable for a part of the lines with lower operation density.
In the face of increasing the traffic volume of heavy haul railway, virtual fixed block is more compact, and a mobile block system is gradually applied to a heavy haul railway train operation control system. At present, the CTCS-2 and CTCS-3 train operation control systems widely applied in China are basically suitable for motor train unit trains, and the integrity of the motor train unit trains is taken charge of by the train. In the ITCS train control system of the Qinghai-Tibet railway, the vehicle-mounted equipment has the function of monitoring the integrity of an autonomous train, and when a driver outputs emergency braking and relieves the emergency braking through integrity test, the vehicle-mounted equipment judges the consistency of the air pressure of a locomotive and the tail of the train to establish the integrity of the train; the train integrity is monitored by the vehicle-mounted equipment through periodically inquiring the train tail wind pressure. The scheme for testing and monitoring the integrity of the train of the ITCS train operation control system cannot be completely suitable for the heavy haul railway. The integrity test needs to output emergency braking to relieve automatic braking, the time for relieving the emergency braking of the heavy-load train is longer, the departure efficiency can be greatly reduced, and the risk of sliding the heavy-load train caused by the automatic braking is relieved; in addition, the integrity of the train is judged only by means of the consistency of the wind pressure of the locomotive and the train tail, and the safety requirement of moving, blocking and tightly tracking cannot be met.
Disclosure of Invention
The present invention is directed to overcoming the above-mentioned drawbacks of the prior art and providing an integrity testing apparatus and method for heavy-duty trains.
The purpose of the invention can be realized by the following technical scheme:
according to a first aspect of the invention, an integrity testing device for a heavy-duty train is provided, which is characterized by comprising an on-board device and a train tail device;
the vehicle-mounted equipment comprises a vehicle-mounted main control unit, and a vehicle-mounted wireless communication module, a vehicle-mounted satellite receiving module and a vehicle interface unit which are respectively connected with the vehicle-mounted main control unit;
the train tail equipment comprises a train tail main control unit, and a train tail wireless communication module, a wind pressure detection module, a train tail satellite receiving module and an exhaust module which are respectively connected with the train tail main control unit;
and after the train integrity is established, the train integrity state is monitored in real time by the vehicle-mounted equipment.
As a preferred technical scheme, the vehicle interface unit collects locomotive train pipe pressure, equalizing reservoir pressure, total reservoir pressure, individual brake handle state and automatic brake handle state information.
As a preferable technical scheme, the vehicle-mounted satellite receiving module is used for receiving and processing locomotive satellite data, and the train tail satellite receiving module is responsible for receiving and processing satellite data of train tail equipment.
As a preferable technical scheme, the vehicle-mounted wireless communication module and the train tail wireless communication module carry out two-way communication to realize synchronous response.
As a preferred technical scheme, the vehicle-mounted device further comprises a human-computer interface unit connected with the vehicle-mounted main control unit, and the human-computer interface unit is used for realizing human-computer interaction between a driver and the vehicle-mounted device.
As the preferred technical scheme, the wind pressure detection module collects the pressure of the train pipe at the tail part of the train, and the exhaust module is responsible for executing an exhaust instruction of the train tail main control unit.
According to a second aspect of the present invention, there is provided a test method using the integrity test apparatus for heavy-duty trains, comprising the steps of:
s1, establishing the integrity of a train;
and S2, detecting the integrity state of the train by the vehicle-mounted equipment in two independent modes, wherein the two independent modes comprise GNSS position information passing and wind pressure information passing.
As a preferred technical solution, in the step S1, the establishment of the integrity of the train specifically includes:
the train-mounted equipment inquires the current train tail air pressure from the train tail equipment and is used for confirming whether the connection of the train air pipe is normal at the moment;
the train tail equipment receives the command and then executes the air exhaust command by the air exhaust module;
when the vehicle-mounted equipment inquires that the train tail air pressure is reduced to an expected value, stopping outputting an air exhaust instruction, and gradually recovering the train tail air pressure to the large gate air exhaust position pressure;
after the train tail air pressure is inquired to be increased to an expected value by the vehicle-mounted equipment, the train connection is considered to be normal, and the integrity of the train is established.
As a preferred technical solution, the specific process of detecting the integrity state of the train through the GNSS location information in step S2 is as follows:
the train tail equipment sends longitude and latitude information of a train tail satellite receiving module and tail wind pressure information to the vehicle-mounted equipment according to a set period;
after the vehicle-mounted equipment receives GNSS information sent by the train tail equipment, checking the validity of the GNSS information, and performing map matching on the valid GNSS information and an electronic map to obtain one-dimensional position information MTL2;
meanwhile, the vehicle-mounted equipment calculates the longitude and latitude information of the vehicle-mounted satellite receiving module in real time, and performs map matching by combining an electronic map to obtain one-dimensional position information MTL1;
and the difference between the MTL1 and the MTL2 is the current calculated whole train length, and if the value is greater than a set threshold value L, the integrity of the train can be considered to be lost.
As a preferable technical scheme, the specific process of detecting the integrity state of the train through the wind pressure information in the step S2 is as follows:
after receiving the train tail wind pressure P sent by the train tail equipment, the vehicle-mounted equipment compares the train tail wind pressure P with the integrity judgment lost wind pressure threshold value P (high), and if the P is smaller than the P (high), the integrity can be considered to be lost.
According to a third aspect of the invention, there is provided an electronic device comprising a memory having stored thereon a computer program and a processor implementing the method when executing the program.
According to a fourth aspect of the invention, there is provided a computer-readable storage medium, on which a computer program is stored which, when executed by a processor, implements the method.
Compared with the prior art, the invention has the following advantages:
1. the vehicle-mounted equipment autonomously judges the integrity of the train, improves the running safety of the heavy-duty train and reduces the operation intensity of drivers.
2. The invention shortens the time required by the integrity establishment of the train in the preparation for dispatching the heavy-duty train and improves the dispatching efficiency of the heavy-duty train.
3. The invention carries out train integrity monitoring by multi-source information fusion, improves the safety and reliability of train integrity and improves the running safety of heavy-duty trains.
4. The train tail equipment and the vehicle-mounted equipment synchronously respond to train pipe decompression, thereby reducing the extrusion of a train coupler in the braking process of the heavy-duty train and improving the reliable and safe braking of the heavy-duty train.
Drawings
FIG. 1 is a flow chart showing the details of the test method of the present invention;
FIG. 2 is a flowchart illustrating a GNSS based integrity test according to the present invention;
FIG. 3 is a flow chart of the integrity of the wind pressure based system of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, shall fall within the scope of protection of the present invention.
After the train connection of the heavy-duty train is completed on the station track, a driver starts to test the integrity of the train, and the registration is completed through a human-computer interface of the vehicle-mounted equipment and the train tail equipment. And the vehicle-mounted equipment inquires the current train tail air pressure from the train tail equipment so as to confirm that the connection of the train air pipe is normal at the moment. The train tail equipment receives the air exhaust instruction and then executes the air exhaust instruction by the air exhaust module. And when the vehicle-mounted equipment inquires that the train tail air pressure is reduced to an expected value, stopping outputting the air exhaust instruction, and gradually recovering the train tail air pressure to the large-brake air exhaust position pressure. After the train tail air pressure is inquired by the vehicle-mounted equipment and is increased to an expected value, the train connection is considered to be normal, and the integrity of the train is established.
And after the integrity of the train is established, the vehicle-mounted equipment monitors the integrity state of the train in real time so as to ensure the safe operation of the train. The vehicle-mounted equipment detects the integrity state of the train in two independent modes: through GNSS position information and through wind pressure information.
And the train tail equipment sends the longitude and latitude information of the train tail GNSS antenna and the tail wind pressure information to the vehicle-mounted equipment according to a certain period. And after receiving the GNSS information sent by the train tail, the vehicle-mounted equipment checks the validity of the GNSS information. And carrying out map matching on the effective GNSS information in combination with an electronic map to obtain one-dimensional position information MTL2. Meanwhile, the vehicle-mounted equipment calculates the longitude and latitude information of the GNSS antenna of the locomotive in real time, and the electronic map is combined for map matching to obtain one-dimensional position information MTL1. The difference between MTL1 and MTL2 is the current calculated whole train length, and if the value is larger than a certain threshold value L, the integrity of the train can be considered to be lost. After receiving the train tail wind pressure P sent by the train tail, the vehicle-mounted equipment can compare with the integrity judgment lost wind pressure threshold value P (high), and if P is smaller than P (high), the integrity can be considered lost.
As shown in fig. 1, the method of the present invention specifically includes the following steps:
the method comprises the following steps: the driver presses the integrity test button through a human machine interface (DMI).
Step two: the vehicle-mounted equipment enters an integrity test flow and prompts a driver to confirm the high wind pressure of the train through the DMI.
Step three: the vehicle-mounted equipment acquires and records the current train tail wind pressure P1
Step four: and judging whether the P1 is larger than a high wind pressure threshold value P0 (high). If yes, entering the step five; if not, go to step six.
Step five: and the vehicle-mounted software confirms the high wind pressure at the train tail, starts to send an exhaust instruction to the train tail equipment and records the current time T1.
Step six: the integrity test fails and the integrity status of the train is lost.
Step seven: the train tail equipment receives an air exhaust instruction sent by the vehicle-mounted equipment, and the air exhaust module executes the air exhaust instruction.
Step eight: and the vehicle-mounted equipment inquires the train tail wind pressure P2 in real time and records the current time as T2.
Step nine: it is determined whether P1-P2 is equal to or greater than P (rows). If yes, entering step ten; if not, go to step eleven.
Step ten: and the vehicle-mounted equipment stops outputting the air exhaust instruction and records the current time as T3.
Step eleven: it is determined whether T2-T1 is equal to or greater than T (wait). If yes, entering a sixth step; if not, go to step eight.
Step twelve: and the vehicle-mounted equipment inquires the train tail wind pressure P3 in real time and records the current time as T4.
Step thirteen: it is determined whether P3 is equal to or greater than P (high). If yes, entering a step fourteen; if not, go to step fifteen.
Fourteen steps: the integrity test is successful, and the integrity state of the train is complete.
Step fifteen: it is judged whether T4-T3 is equal to or greater than T (wait). If yes, entering a sixth step; if not, go to step twelve.
As shown in fig. 2, the integrity detection process based on satellite positioning of the present invention is specifically as follows:
step 101: the vehicle-mounted equipment acquires a position GNSS1 of the effective locomotive GNSS antenna.
Step 102: and the vehicle-mounted equipment calculates to obtain one-dimensional position information MTL1 according to the GNSS1 and the electronic map.
Step 103: and the train tail equipment acquires the GNSS2 of the position of the effective train tail GNSS antenna.
Step 104: and the vehicle-mounted equipment receives the GNSS2 information sent by the train tail.
Step 105: and the vehicle-mounted equipment calculates to obtain one-dimensional position information MTL2 according to the GNSS2 and the electronic map.
Step 106: and judging whether the MTL1-MTL2 is greater than or equal to the train length threshold value L. The value of L is the length of the whole train plus a certain redundancy value. If yes, go to step 107; if not, step 108 is entered.
Step 107: the train integrity status S1 is complete.
Step 108: the train integrity status S1 is lost.
As shown in fig. 3, the integrity detection based on wind pressure of the present invention is specifically as follows:
step 201: and the train tail equipment acquires the wind pressure P at the tail part of the train and sends the information to the vehicle-mounted equipment.
Step 202: and judging whether the vehicle-mounted equipment receives the wind pressure information sent by the train tail equipment, wherein the current time is T. If yes, go to step 203; if not, step 205 is entered.
Step 203: record the current cycle time as T1.
Step 204: and judging whether P is greater than or equal to a high wind pressure threshold value P0 (high). If so, go to step 206; if not, step 207 is entered.
Step 205: it is judged whether T-T1 is equal to or greater than a waiting time threshold T (wait). T1 represents the time when the train tail wind pressure information was received last time. If yes, go to step 207; if not, step 201 is entered.
Step 206: the train integrity status S2 is complete.
Step 207: the train integrity status S2 is lost.
The above is a description of the embodiments of the method, and the embodiments of the apparatus are described below to further illustrate the solution of the present invention.
The device comprises two parts, namely a vehicle-mounted device and a train tail device, wherein the vehicle-mounted device comprises a vehicle-mounted main control unit, a vehicle-mounted wireless communication module, a vehicle-mounted satellite receiving module, a vehicle interface module, a human-computer interface unit, a recording unit and the like; the train tail equipment comprises a train tail main control unit, a train tail wireless communication module, a wind pressure detection module, a train tail satellite receiving module, an exhaust module, a recording unit and the like. The train tail equipment is hung on a train at the tail part of the train and is connected with a train pipe of the train. The method comprises the following steps that a vehicle interface module of vehicle-mounted equipment acquires interface information such as locomotive train pipe pressure, balanced reservoir pressure, total reservoir pressure, individual brake handle state, automatic brake handle state and the like; the vehicle-mounted satellite receiving module is used for receiving and processing locomotive satellite data; the vehicle-mounted wireless communication module and the train tail wireless communication module carry out two-way communication. The train tail satellite receiving module is used for receiving and processing satellite data of the train tail equipment, and the exhaust module is used for executing an exhaust instruction of the main control unit.
It can be clearly understood by those skilled in the art that, for convenience and simplicity of description, the specific working process of the described module may refer to the corresponding process in the foregoing method embodiment, and details are not described herein again.
The electronic device of the present invention includes a Central Processing Unit (CPU) that can perform various appropriate actions and processes according to computer program instructions stored in a Read Only Memory (ROM) or computer program instructions loaded from a storage unit into a Random Access Memory (RAM). In the RAM, various programs and data required for the operation of the device can also be stored. The CPU, ROM, and RAM are connected to each other via a bus. An input/output (I/O) interface is also connected to the bus.
A plurality of components in the device are connected to the I/O interface, including: an input unit such as a keyboard, a mouse, etc.; an output unit such as various types of displays, speakers, and the like; storage units such as magnetic disks, optical disks, and the like; and a communication unit such as a network card, modem, wireless communication transceiver, etc. The communication unit allows the device to exchange information/data with other devices via a computer network such as the internet and/or various telecommunication networks.
The processing unit performs the various methods and processes described above, such as the method of the present invention. For example, in some embodiments, the inventive methods may be implemented as a computer software program tangibly embodied in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and/or installed onto the device via ROM and/or the communication unit. When the computer program is loaded into RAM and executed by a CPU, it may perform one or more of the steps of the method of the invention described above. Alternatively, in other embodiments, the CPU may be configured to perform the inventive method by any other suitable means (e.g. by means of firmware).
The functions described herein above may be performed, at least in part, by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: field Programmable Gate Arrays (FPGAs), application Specific Integrated Circuits (ASICs), application Specific Standard Products (ASSPs), systems on a chip (SOCs), complex Programmable Logic Devices (CPLDs), and the like.
Program code for implementing the methods of the present invention may be written in any combination of one or more programming languages. These program codes may be provided to a processor or controller of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the program codes, when executed by the processor or controller, cause the functions/operations specified in the flowchart and/or block diagram to be performed. The program code may execute entirely on the machine, partly on the machine, as a stand-alone software package partly on the machine and partly on a remote machine or entirely on the remote machine or server.
In the context of the present invention, a machine-readable medium may be a tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. The machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
While the invention has been described with reference to specific embodiments, the invention is not limited thereto, and various equivalent modifications and substitutions can be easily made by those skilled in the art within the technical scope of the invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (12)
1. An integrity test device for a heavy-duty train is characterized by comprising a vehicle-mounted device and a train tail device;
the vehicle-mounted equipment comprises a vehicle-mounted main control unit, and a vehicle-mounted wireless communication module, a vehicle-mounted satellite receiving module and a vehicle interface unit which are respectively connected with the vehicle-mounted main control unit;
the train tail equipment comprises a train tail main control unit, and a train tail wireless communication module, a wind pressure detection module, a train tail satellite receiving module and an exhaust module which are respectively connected with the train tail main control unit;
and after the train integrity is established, the train integrity state is monitored in real time by the vehicle-mounted equipment.
2. The integrity test device for heavy-duty trains of claim 1, wherein said vehicle interface unit collects locomotive train pipe pressure, equalization reservoir pressure, total reservoir pressure, individual brake handle status and automatic brake handle status information.
3. The integrity test equipment for heavy-duty trains according to claim 1, wherein said vehicle-mounted satellite receiving module is used for receiving and processing locomotive satellite data, and said train tail satellite receiving module is used for receiving and processing satellite data of train tail equipment.
4. The integrity test equipment for heavy-duty trains according to claim 1, wherein said vehicle-mounted wireless communication module is in bidirectional communication with the train tail wireless communication module to realize synchronous response.
5. The integrity test device for heavy-duty trains according to claim 1, wherein said vehicle-mounted device further comprises a human-machine interface unit connected with the vehicle-mounted main control unit, said human-machine interface unit being used for realizing human-machine interaction between drivers and the vehicle-mounted device.
6. The integrity testing device for heavy-duty trains according to claim 1, wherein said wind pressure detecting module collects train tail train pipe pressure, and said air exhausting module is responsible for executing air exhausting instructions of a train tail main control unit.
7. A test method using the integrity test apparatus for heavy-duty trains of claim 1, characterized by comprising the steps of:
s1, establishing the integrity of a train;
and S2, detecting the integrity state of the train by the vehicle-mounted equipment in two independent modes, wherein the two independent modes comprise GNSS position information passing and wind pressure information passing.
8. The test method according to claim 7, wherein in the step S1, the establishment of the train integrity specifically comprises the following steps:
the vehicle-mounted equipment inquires the current train tail air pressure from the train tail equipment and is used for confirming whether the connection of the train air pipe is normal at the moment;
the train tail equipment receives the command and then executes the air exhaust command by the air exhaust module;
when the train tail air pressure is inquired to be reduced to an expected value by the vehicle-mounted equipment, stopping outputting an air exhaust instruction, and gradually recovering the train tail air pressure to the large-brake air exhaust position pressure;
after the train tail air pressure is inquired to be increased to an expected value by the vehicle-mounted equipment, the train connection is considered to be normal, and the integrity of the train is established.
9. The testing method according to claim 7, wherein the step S2 of detecting the integrity status of the train through the GNSS location information includes the following specific steps:
the train tail equipment sends longitude and latitude information of a train tail satellite receiving module and tail wind pressure information to vehicle-mounted equipment according to a set period;
after receiving GNSS information sent by the train tail equipment, the vehicle-mounted equipment checks the validity of the GNSS information, and performs map matching on the valid GNSS information and an electronic map to obtain one-dimensional position information MTL2;
meanwhile, the vehicle-mounted equipment calculates the longitude and latitude information of the vehicle-mounted satellite receiving module in real time, and performs map matching by combining an electronic map to obtain one-dimensional position information MTL1;
and the difference between the MTL1 and the MTL2 is the current calculated whole train length, and if the value is greater than a set threshold value L, the integrity of the train can be considered to be lost.
10. The test method according to claim 7, wherein the concrete process of detecting the integrity state of the train through the wind pressure information in the step S2 is as follows:
and after receiving the train tail wind pressure P sent by the train tail equipment, the vehicle-mounted equipment compares the train tail wind pressure P with the integrity judgment lost wind pressure threshold value P (high), and if the P is smaller than the P (high), the integrity can be considered to be lost.
11. An electronic device comprising a memory and a processor, the memory having stored thereon a computer program, characterized in that the processor, when executing the program, implements the method according to any of claims 7-10.
12. A computer-readable storage medium, on which a computer program is stored, which program, when being executed by a processor, carries out the method according to any one of claims 7 to 10.
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| CN202211263214.9A CN115892120A (en) | 2022-10-14 | 2022-10-14 | Integrity test equipment and method for heavy-duty train |
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| CN202211263214.9A CN115892120A (en) | 2022-10-14 | 2022-10-14 | Integrity test equipment and method for heavy-duty train |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116198574A (en) * | 2023-04-26 | 2023-06-02 | 眉山中车制动科技股份有限公司 | Synchronous control system for simulated locomotive |
| CN116654049A (en) * | 2023-08-02 | 2023-08-29 | 北京全路通信信号研究设计院集团有限公司 | Train state data processing method, device, equipment and storage medium |
-
2022
- 2022-10-14 CN CN202211263214.9A patent/CN115892120A/en active Pending
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116198574A (en) * | 2023-04-26 | 2023-06-02 | 眉山中车制动科技股份有限公司 | Synchronous control system for simulated locomotive |
| CN116198574B (en) * | 2023-04-26 | 2023-07-14 | 眉山中车制动科技股份有限公司 | Synchronous control system for simulated locomotive |
| CN116654049A (en) * | 2023-08-02 | 2023-08-29 | 北京全路通信信号研究设计院集团有限公司 | Train state data processing method, device, equipment and storage medium |
| CN116654049B (en) * | 2023-08-02 | 2023-10-24 | 北京全路通信信号研究设计院集团有限公司 | Train state data processing method, device, equipment and storage medium |
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