CN118220259A

CN118220259A - Rail vehicle control method and device, medium and rail vehicle

Info

Publication number: CN118220259A
Application number: CN202311779103.8A
Authority: CN
Inventors: 曾小谱
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Filing date: 2023-12-21
Publication date: 2024-06-21

Abstract

The disclosure relates to a rail vehicle control method, a device, a medium and a rail vehicle. The method comprises the following steps: if the communication between the first train control signal system and the vehicle-mounted network system is interrupted, a first hard wire signal for representing the fault state of the first train control signal system is collected through a hard wire; and determining whether the first train control signal system fails according to the first hard wire signal. In the scheme, the first hard wire signal acquired through the hard wire is high in reliability and free from the influence of communication interruption, and the fault state of the train control signal system can be reliably reflected under the condition that the communication between the train control signal system and the vehicle-mounted network system is interrupted, so that whether the train control signal system breaks down or not can be reliably and accurately determined according to the first hard wire signal, the error judgment of the train control signal system is avoided, the restarting of the train control signal system which does not break down is caused, and the error judgment rate is reduced.

Description

Rail vehicle control method and device, medium and rail vehicle

Technical Field

The disclosure relates to the field of railway vehicles, and in particular relates to a railway vehicle control method, a railway vehicle control device, a railway vehicle control medium and a railway vehicle.

Background

With the progress of technology, rail vehicle technology has rapidly developed. Rail vehicles typically include two train control signaling systems that are redundant to each other. In the working process of the rail vehicle, one train control signal system is used as a master control system, when the master control system fails, the master control system is switched to a standby system to continuously control the rail vehicle, and the failed master control system is restarted, so that emergency braking of the train is prevented under the condition that the standby system fails.

In the related art, the accuracy of judging whether the train control signal system fails is low, which results in unnecessary restarting of the train control signal system that does not fail actually.

Disclosure of Invention

The invention aims to provide a railway vehicle control method, a device, a medium and a railway vehicle, which can reliably and accurately determine whether a train control signal system of the railway vehicle breaks down under the condition that communication between the train control signal system and a vehicle-mounted network system is interrupted, and reduce the misjudgment rate.

To achieve the above object, the present disclosure provides a rail vehicle control method including a first train control signal system, the method including:

if the communication between the first train control signal system and the vehicle-mounted network system is interrupted, a first hard wire signal for representing the fault state of the first train control signal system is collected through a hard wire;

And determining whether the first train control signal system fails according to the first hard wire signal.

Optionally, the first hard wire signal is a signal generated by triggering the main control module of the first train control signal system according to the fault state of the main control module or the fault state of the first train control signal system.

Optionally, the first hard wire signal is a voltage signal output by a watchdog module of the first train control signal system, where the master control module controls the watchdog module to output the voltage signal when determining that the master control module is in a fault state or the first train control signal system is in a fault state, so that a power supply module of the first train control signal system cuts off power supply to a communication module of the first train control signal system.

Optionally, the determining whether the first train control signal system fails according to the first hard wire signal includes:

and if the voltage value of the voltage signal output by the watchdog module is not in the first voltage value interval, determining that the first train control signal system fails.

Optionally, the railway vehicle further comprises a second train control signal system that is mutually redundant with the first train control signal system, and the method further comprises:

And if the first train control signal system is determined to be faulty, controlling to restart the first train control signal system according to the communication state of the second train control signal system and the vehicle-mounted network system.

Optionally, the controlling restarting the first train control signal system according to the communication state between the second train control signal system and the vehicle-mounted network system includes:

Controlling restarting of the first train control signaling system if any one of the following is satisfied:

The communication between the second train control signal system and the vehicle-mounted network system is not interrupted;

And the communication between the second train control signal system and the vehicle-mounted network system is interrupted, and the fact that the second train control signal system does not have faults is determined.

Optionally, the method further comprises:

And determining whether the second train control signal system fails according to a second hard wire signal representing the failure state of the second train control signal system.

Optionally, the controlling restarting the first train control signal system includes:

Acquiring the speed of the railway vehicle;

and when the speed of the railway vehicle is less than or equal to a speed threshold value, controlling to restart the first train control signal system.

And controlling the first train control signal system to be powered down, and controlling the first train control signal system to be powered up when the timing time length from the time of controlling the first train control signal system to be powered down reaches a first time length.

Optionally, the method further comprises:

And under the condition of controlling the first train control signal system to be powered down, sending a first message to an automatic train control system (ATS) so that the ATS can cancel a restarting instruction for indicating the restarting of the first train control signal system in response to receiving the first message.

Optionally, the method further comprises:

and if the communication of the first train control signal system is recovered within a second duration from the power-on of the first train control signal system, sending a second message to the ATS, wherein the second message is used for indicating that the restarting of the first train control signal system is successful.

Optionally, the method further comprises:

And if the timing duration from the start of controlling the power-on of the first train control signal system reaches the second duration, the communication of the first train control signal system is not recovered, a third message is sent to the ATS, and the third message is used for indicating that the restarting of the first train control signal system fails.

The present disclosure also provides a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, implements the steps of the rail vehicle control method described above.

The present disclosure also provides a railway vehicle control apparatus, comprising:

A memory having a computer program stored thereon;

And a processor for executing the computer program in the memory to implement the steps of the rail vehicle control method.

The disclosure also provides a railway vehicle, comprising the railway vehicle control device.

Through the technical scheme, if communication between the first train control signal system and the vehicle-mounted network system is interrupted, the first hard wire signal used for representing the fault state of the first train control signal system is collected through the hard wire, and whether the first train control signal system fails or not is determined according to the first hard wire signal. When the communication between the first train control signal system and the vehicle-mounted network system is interrupted, the first train control signal system may fail, or the communication signal between the first train control signal system and the vehicle-mounted network system may be unstable to cause the interruption of the communication. In this scheme, whether the first train control signal system breaks down through the first hard-wire signal that the hard-wire gathered is further judged, and the reliability is high, more accurate to reduced the misjudgement rate, reduced the control and not broken down train control signal system restart the probability that the condition takes place, reduced and carried out unnecessary to train control signal system and restarted.

Additional features and advantages of the present disclosure will be set forth in the detailed description which follows.

Drawings

The accompanying drawings are included to provide a further understanding of the disclosure, and are incorporated in and constitute a part of this specification, illustrate the disclosure and together with the description serve to explain, but do not limit the disclosure. In the drawings:

fig. 1 is a flowchart of a rail vehicle control method provided by an exemplary embodiment.

Fig. 2 is a schematic diagram of a column control signal system according to an exemplary embodiment.

Fig. 3 is a flowchart of a rail vehicle control method provided by yet another exemplary embodiment.

Fig. 4 is a block diagram of a rail vehicle control apparatus provided by an exemplary embodiment.

Detailed Description

Specific embodiments of the present disclosure are described in detail below with reference to the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating and illustrating the disclosure, are not intended to limit the disclosure.

The rail vehicle includes a first train control signal system. Fig. 1 is a flowchart of a rail vehicle control method provided by an exemplary embodiment. As shown in fig. 1, the method includes the following steps.

In step S101, if communication between the first train control signal system and the vehicle-mounted network system is interrupted, a first hard-line signal for representing a fault state of the first train control signal system is collected through a hard-line.

In step S102, it is determined whether the first train control signal system is malfunctioning according to the first hard wire signal.

The first train control signal system may be a master control system in a train control system. When the communication between the first train control signal system and the vehicle-mounted network system is interrupted, on one hand, the first train control signal system may fail, and on the other hand, the communication signals between the first train control signal system and the vehicle-mounted network system may be unstable or the vehicle-mounted network system may fail. In the related art, in general, when communication between the first train control signal system and the in-vehicle network system is interrupted, that is, the first train control signal system is considered to be faulty, in this way, there is a possibility that communication between the first train control signal system and the in-vehicle network system is unstable, communication is interrupted due to a failure of the in-vehicle network system, or the like, and the first train control signal system is erroneously determined to be faulty.

The first hard-wire signal is a signal that characterizes a first column control signal system fault condition. The first column signaling system fault condition may include a fault and a non-fault. And under the condition that the communication between the train control signal system and the vehicle-mounted network system is interrupted, further determining whether the first train control signal system fails according to the first hard wire signal. Since the first hard-wired signal is collected through the hard-wired, the reliability of the signal is high.

Through the technical scheme, whether the first train control signal system fails or not is further judged through the first hard wire signals acquired through the hard wire, and the reliability is high and more accurate, so that the misjudgment rate is reduced, the probability of restarting the train control signal system which is not failed is reduced, and unnecessary restarting of the train control signal system is reduced.

In still another embodiment, the first hard-wire signal is a signal generated by triggering the main control module of the first train control signal system according to a fault state of the main control module or a fault state of the first train control signal system.

The first train control signal system comprises a main control module and other modules. The main control module can judge whether the main control module fails by judging whether the running state of the main control module is consistent with the preset running state. The main control module can judge whether other modules in the first train control signal system have faults or not by judging the communication state of the main control module and other modules in the first train control signal system, so that whether the first train control signal system has faults or not is determined.

In this embodiment, the main control module can determine whether the main control module fails or whether the first train control signal system fails, and take the hard-wired signal generated by triggering the main control module in response to the failure state of the main control module or the failure state of the first train control signal system as the first hard-wired signal, so that the failure state of the main control module or the failure state of the first train control signal system can be reliably reflected.

In still another embodiment, the first hard wire signal is a voltage signal output by a watchdog module of the first train control signal system, where the master control module controls the watchdog module to output the voltage signal when determining that the master control module is in a fault state or the first train control signal system is in a fault state, so that a power supply module of the first train control signal system cuts off power supply to a communication module of the first train control signal system. The failure of the main control module or the failure of other modules can be judged as the failure of the first train control signal system.

Fig. 2 is a schematic diagram of a column control signal system according to an exemplary embodiment. As shown in fig. 2, the rail vehicle includes a first train control signal system and a second train control signal system that are redundant with each other. The first train control signal system comprises a power supply module, a watchdog module, a main control module and a communication module. The communication module comprises an Ethernet module, a serial port module and an IO module. Each module in the first train control signal system is fixed on the backboard through the slot, and the backboard provides a passage for connection between each module. The fault self-recovery unit is communicated with the Ethernet module in the communication module of the first train control signal system through the vehicle-mounted network system to judge the communication state between the first train control signal system and the vehicle-mounted network system. The fault self-recovery unit is connected with the watchdog module in a hard wire way, and the output voltage signal of the watchdog module is collected through the hard wire. The fault self-recovery unit is connected with the power supply system in a hard wire way, and the power supply system is connected with a power supply module of the first train control signal system to supply power for the first train control signal system. The fault self-recovery unit is connected with the speed transmission system through a hard wire.

The safety power supply control circuit in the watchdog module is controlled by the safety dog feeding signal of the main control module, and sends the safety dog feeding signal to the watchdog module under the condition that the main control module judges that the main control module does not fail and the first train control signal system does not fail, and the safety power supply control circuit in the watchdog module conducts the power supply module and the communication module under the condition that the dog feeding signal is received, so that the power supply module supplies power to the communication module. Under the condition that the main control module judges that the main control module is in a fault state or the first train control signal system is in a fault state, the safety dog feeding signal is stopped to be sent to the watchdog module, and under the condition that the dog feeding signal is not received by a safety power supply control circuit in the watchdog module, the power supply of the power supply module to the communication module is controlled to be stopped, the communication module is powered down, and the communication between the first train control signal system and the vehicle-mounted network system is interrupted. The module composition, the connection relation with other systems and the control logic in the second train control signal system and the first train control signal system are the same, and are not described herein.

In this embodiment, the voltage signal output by the watchdog module can intuitively represent whether the main control module itself fails or whether the first train control signal system fails as the first hard wire signal.

In yet another embodiment, determining whether the first train control signal system has failed according to the first hard-wire signal includes:

If the voltage value of the voltage signal output by the watchdog module is not in the first voltage value interval, determining that the first train control signal system fails.

The voltage signal output by the watchdog module may be a voltage signal output by a safety power supply control circuit inside the watchdog module. The power supply module can supply power to the communication module through a safety power supply control circuit in the watchdog module. The voltage signal output by the safety power supply control circuit in the watchdog module is input into the communication module and used as a power supply signal of the communication module.

The first voltage value interval may be preset by a designer, and may be, for example, 20V-28V. When the voltage value of the voltage signal output by the watchdog module is not in the first voltage value interval, the voltage output by the safety power supply control circuit inside the watchdog module can not normally supply power to the communication module. When the voltage value of the voltage signal output by the watchdog module is in the first voltage value interval, the voltage output by the safety power supply control circuit inside the watchdog module can normally supply power to the communication module. When the main control module judges that the main control module fails or the first train control signal system fails, the main control module can stop sending the safety dog feeding signal to the watchdog module so that the voltage value of the voltage signal output by the watchdog module is not in the first voltage value interval. Therefore, whether the first train control signal system fails can be determined according to whether the voltage output by the safety power supply control circuit inside the watchdog module is in the first voltage value interval.

In the embodiment, whether the first train control signal system fails is determined by judging whether the voltage value output by the watchdog module is in a voltage value interval, so that the method is simple and the data processing speed is high.

In yet another embodiment, the rail vehicle further comprises a second train control signal system that is redundant with the first train control signal system, the method further comprising:

if the first train control signal system is determined to be faulty, the first train control signal system is controlled to restart according to the communication state of the second train control signal system and the vehicle-mounted network system.

The railway vehicle further comprises a second train control signal system which is redundant with the first train control signal system, and the second train control signal system is a standby control system of the railway vehicle. In the related art, after determining that the first train control signal system fails, the first train control signal system may be temporarily not controlled to restart, and the second train control signal system controls the vehicle to run until the running task is finished, and after returning to the garage, the failed first train control signal system is controlled to restart. Therefore, in the process that the second train control signal system controls the rail vehicle to run, if the second train control signal system fails, the main control system and the standby control system of the rail vehicle are in failure states, the rail vehicle can perform emergency braking, and the safety is poor.

Under the condition that the first train control signal system fails and the second train control signal system does not fail, the first train control signal system is switched to the second train control signal system to control the railway vehicle, so that the railway vehicle can be ensured to stably run, and the first train control signal system can be controlled to restart under the condition that the vehicle stably runs. The communication state of the second train control signal system and the vehicle-mounted network system reflects the fault state of the second train control signal system, and when the communication between the second train control signal system and the vehicle-mounted network system is not interrupted, the fact that the second train control signal system does not have faults is determined. Therefore, in the case that the first train control signal system fails, the first train control signal system can be controlled to be restarted according to the communication state of the second train control signal system and the vehicle-mounted network system.

In this embodiment, in the case where it is determined that the first train control signal system fails, restarting the first train control signal system can be reliably and safely controlled according to the communication state of the second train control signal system with the in-vehicle network system.

In still another embodiment, the controlling restarting the first train control signal system according to the communication state between the second train control signal system and the vehicle-mounted network system includes:

if any one of the following is satisfied, controlling to restart the first train control signal system:

And interrupting communication between the second train control signal system and the vehicle-mounted network system, and determining that the second train control signal system does not fail.

In the case where the communication of the second train control signal system with the in-vehicle network system is not interrupted, it may be determined that the second train control signal system has not failed. And under the condition that the second train control signal system does not fail, the control can be switched to the second train control signal system to control the rail vehicle to operate, and the first train control signal system can be controlled to restart.

In the event of a communication interruption between the second train control signal system and the vehicle-mounted network system, on the one hand, a fault may occur in the second train control signal system, on the other hand, an unstable communication signal between the second train control signal system and the vehicle-mounted network system or a fault in the vehicle-mounted network system may occur, and therefore, it is necessary to further determine whether the second train control signal system has a fault. And if the second train control signal system is determined to be faulty, the railway vehicle performs emergency braking, and the first train control signal system is not controlled to restart. Only if it is further determined that the second train control signal system has not failed, the switching to the second train control signal system and the restarting of the first train control signal system can be controlled to ensure the stable operation of the railway vehicle.

In the related art, when it is determined that the communication between the second train control signal system and the vehicle-mounted network system is interrupted, the second train control signal system is considered to be faulty, so that the emergency braking of the vehicle is controlled, and the restarting of the first train control signal system is not controlled. In the scheme, under the condition that the communication between the second train control signal system and the vehicle-mounted network system is interrupted, whether the second train control signal system fails or not is further determined, and under the condition that the second train control signal system does not fail, the first train control signal system is controlled to be restarted, so that the probability of emergency braking of the vehicle is reduced.

In this embodiment, when the communication between the second train control signal system and the vehicle-mounted network system is not interrupted or the communication between the second train control signal system and the vehicle-mounted network system is interrupted, and it is determined that the second train control signal system is not faulty, the first train control signal system is controlled to be restarted, so that the safety is high.

In yet another embodiment, the above method further comprises:

The second hard-wire signal is a signal for representing the fault state of the second train control signal system, and because the second hard-wire signal is collected through the hard wire, the reliability of the second hard-wire signal is strong and is not influenced by communication interruption. The second hard wire signal may be a voltage signal output by a watchdog module of the second column control signal system, where when the main control module of the second column control signal system determines that the main control module is in a fault state or the second column control signal system is in a fault state, the voltage signal output by the watchdog module is used to control the power supply module of the second column control signal system to disconnect the power supply to the communication module of the second column control signal system.

The second train control signal system includes a watchdog module. The safety power supply control circuit in the watchdog module is controlled by the safety dog feeding signal of the main control module, and sends the safety dog feeding signal to the watchdog module when the main control module judges that the main control module does not fail and the second train control signal system does not fail, and the safety power supply control circuit in the watchdog module supplies power to the communication module when receiving the dog feeding signal. Under the condition that the main control module judges that the main control module is in a fault state or the second train control signal system is in a fault state, the safety dog feeding signal is stopped to be sent to the watchdog module, and under the condition that the dog feeding signal is not received by a safety power supply control circuit in the watchdog module, the power supply to the communication module is stopped, the communication module is powered down, and the communication between the second train control signal system and the vehicle-mounted network system is interrupted.

In this embodiment, based on the second hard-wire signal that characterizes the failure state of the second train control signal system, it is possible to reliably and accurately determine whether the second train control signal system has failed.

In yet another embodiment, determining whether the second column control signal system is malfunctioning based on the second hard-wire signal that characterizes a failure state of the second column control signal system comprises:

If the voltage value of the voltage signal output by the watchdog module is not in the first voltage value interval, determining that the second train control signal system fails.

When the voltage value of the voltage signal output by the watchdog module is not in the first voltage value interval, the safety power supply control circuit in the watchdog module stops outputting the voltage to the communication module, and the main control module stops sending the safety feeding signal to the watchdog module under the condition that the main control module judges that the main control module self fails or the second train control signal system fails, and the watchdog module stops outputting the voltage to the communication module, so that the second train control signal system can be determined to fail.

When the voltage value of the voltage signal output by the watchdog module is in the first voltage value interval, the safety power supply control circuit in the watchdog module outputs voltage to the communication module. Under the condition that the main control module judges that the main control module does not have faults and the second train control signal system does not have faults, the main control module continuously sends the safety dog feeding signal to the watchdog module, and a safety power supply control circuit in the watchdog module supplies power for the communication module, so that the first train control signal system can be determined that the first train control signal system does not have faults.

In yet another embodiment, the controlling restarting the first train control signaling system includes:

Acquiring the speed of a railway vehicle;

And when the speed of the railway vehicle is less than or equal to the speed threshold value, controlling to restart the first train control signal system.

The speed of the rail vehicle may be collected via hard wire. The vehicle speed threshold may be preset by a designer, and may be 1km/h, for example. When the speed of the railway vehicle is smaller than or equal to the speed threshold value, the railway vehicle approaches to a static state, and the control and restarting of the first train control signal system are good in reliability and high in safety. When the speed of the railway vehicle is greater than the speed threshold, the railway vehicle does not approach to a static state, and the reliability of controlling to restart the first train control signal system is low.

In the embodiment, when the speed of the railway vehicle is smaller than or equal to the speed threshold, the first train control signal system is controlled to be restarted, so that the reliability is good and the safety is high.

And controlling the first train control signal system to be powered down, and controlling the first train control signal system to be powered up when the timing time length from the time of controlling the first train control signal system to be powered down reaches the first time length.

In the related art, a method of remotely and manually sending a restarting instruction to a railway vehicle is used for controlling restarting of a first train control signal system, a worker is required to execute related operations of restarting the first train control signal system according to a preset flow, the restarting completion time and restarting operation risk of the first train control signal system are controlled manually, and the restarting instruction is required to be sent to the railway vehicle in a wireless communication mode, so that the dependence on the wireless communication state of the railway vehicle and the outside is strong.

In the related art, the first train control signal system is controlled to be restarted by a method of remotely sending a restarting instruction to the railway vehicle through the train automatic monitoring system (Automatic Train Supervision, ATS). Since the ATS also needs to transmit a restart instruction to the railway vehicle by means of wireless communication, the dependence on the wireless communication state of the railway vehicle and the outside is also strong.

In the scheme, the restarting is not required to be performed after a restarting instruction issued remotely is received, and the fault self-recovery unit can determine whether the first train control signal system and the second train control signal system have faults or not through the collected hard wire signals, so that whether the first train control signal system is restarted or not can be determined on the railway vehicle.

If the fault self-recovery unit determines to restart the first train control signal system, a power-down instruction can be sent to the power system through a hard wire to control a relay in the power system to be disconnected, so that the power system and a power module of the first train control signal system are disconnected. Because the electronic devices of each module in the first train control signal system are more, the circuit length is longer, the power-down response time of each electronic device is inconsistent, when the timing time from the power-down of the first train control signal system reaches the first time (for example, 5 s), the first train control signal system is considered to be completely powered down, and the power-up of the first train control signal system can be controlled. The fault self-recovery unit sends a power-on instruction to the power module through a hard wire and controls a relay in the power module to be closed, so that a loop between the power system and the power module of the first train control signal system is conducted.

In this embodiment, the first train control signal system is controlled to be powered down, and when the timing duration from the time of powering down the first train control signal system reaches the first time duration, the first train control signal system is controlled to be powered up, so that the first train control signal system can be ensured to be completely powered down, and the first train control signal system can be reliably controlled to be restarted.

In yet another embodiment, the above method further comprises:

And under the condition of controlling the first train control signal system to be powered down, sending a first message to the train automatic monitoring system ATS so that the ATS can cancel a restarting instruction for indicating the restarting of the first train control signal system in response to receiving the first message.

The ATS and the railway vehicle monitor the running state of the railway vehicle in a wireless communication mode. When the communication between the first train control signal system and the vehicle-mounted network system is interrupted, the wireless communication between the first train control signal system and the ATS is interrupted, and the ATS monitors the wireless communication with the first train control signal system and automatically sends a restarting instruction to the railway vehicle after the wireless communication with the first train control signal system is interrupted for a preset time. If the fault self-recovery unit of the railway vehicle controls the first train control signal system to restart and receives the restart instruction sent by the ATS, the restart instructions of the first train control signal system and the ATS are easy to conflict. Therefore, in the case that the fault self-recovery unit controls the first train control signal system to be powered down, a first message is sent to the ATS, and the ATS cancels a restart instruction for instructing the restart of the first train control signal system in response to receiving the first message.

In this embodiment, under the condition of controlling the first train control signal system to be powered down, the first message is sent to the ATS, so that the ATS can cancel a restart instruction for indicating the restart of the first train control signal system, and the situation that the first train control signal system may fail to restart due to the collision of two restart instructions is avoided.

In yet another embodiment, the above method further comprises:

And if the communication of the first train control signal system is recovered within a second time period from the power-on of the first train control signal system, sending a second message to the ATS, wherein the second message is used for indicating that the restarting of the first train control signal system is successful.

The second time period may be preset by the designer and may be, for example, 30s. The first train control signal system is controlled to be powered on, and meanwhile, whether communication between the first train control signal system and the vehicle-mounted network system is restored or not can be detected. And when the communication between the first train control signal system and the vehicle-mounted network system is recovered within a second duration from the power-on of the first train control signal system, determining that the restarting of the first train control signal system is successful, and sending a second message to the ATS so that the ATS determines that the restarting of the first train control signal system is successful.

In this embodiment, in the case that the communication of the first train control signal system is restored within the second period from the start of controlling the power-up of the first train control signal system, the ATS can timely determine that the restart of the first train control signal system is successful by transmitting the second message.

In yet another embodiment, the above method further comprises:

and if the timing duration from the start of controlling the power-on of the first train control signal system reaches the second duration, the communication of the first train control signal system is not recovered, a third message is sent to the ATS, and the third message is used for indicating the restarting failure of the first train control signal system.

When the timing duration from the start of controlling the power-on of the first train control signal system reaches the second duration, and communication between the first train control signal system and the vehicle-mounted network system is not recovered, determining that the control of the first train control signal system fails to restart, and sending a third message to the ATS so that the ATS determines that the first train control signal system fails to restart.

In this embodiment, when the timing duration from the start of controlling the power-up of the first train control signal system reaches the second duration, in the case that the communication between the first train control signal system and the vehicle-mounted network system is not recovered, the ATS can timely determine that the first train control signal system fails to restart by sending the third message, so that the ATS can take corresponding measures timely.

Fig. 3 is a flowchart of a rail vehicle control method provided by yet another exemplary embodiment. The steps in the embodiment of fig. 3 are a combination of the steps in the embodiments described above, and specifically include the following steps.

1. If the communication between the first train control signal system and the vehicle-mounted network system is interrupted, the voltage signal output by the watchdog module of the first train control signal system for representing the operation fault state of the first train control signal system is collected through a hard wire.

2. If the voltage value of the voltage signal output by the watchdog module is not 20V-28V, determining that the first train control signal system fails.

3. If the first train control signal system is determined to be faulty, any one of the following is satisfied, the speed of the railway vehicle is obtained:

4. And acquiring voltage signals output by a watchdog module of the second train control signal system for representing the operation fault state of the second train control signal system through a hard wire.

5. If the voltage value of the voltage signal output by the watchdog module is not 20V-28V, determining that the second train control signal system fails.

6. And if the voltage value of the voltage signal output by the watchdog module is 20V-28V, determining that the second train control signal system is not in fault.

7. And when the speed of the railway vehicle is less than or equal to 1km/h, controlling the first train control signal system to be powered down.

8. And under the condition of controlling the first train control signal system to be powered down, sending a first message to the train automatic monitoring system ATS.

9. And when the timing duration from the time of controlling the first train control signal system to be powered down reaches 5s, controlling the first train control signal system to be powered up.

10. And if the communication of the first train control signal system is restored within 30 seconds from the power-on of the first train control signal system, sending a second message to the ATS.

11. And if the timing duration from the control of the power-on of the first train control signal system reaches 30s, the communication of the first train control signal system is not recovered, and a third message is sent to the ATS.

Based on the same inventive concept, the present disclosure also provides a railway vehicle control device. The rail vehicle includes a first train control signal system. Fig. 4 is a block diagram of a rail vehicle control apparatus provided by an exemplary embodiment. As shown in fig. 4, the rail vehicle control apparatus 400 includes an acquisition module 401 and a first determination module 402.

The acquisition module 401 is configured to acquire, through a hard wire, a first hard wire signal for representing a fault state of the first train control signal system if communication between the first train control signal system and the vehicle-mounted network system is interrupted.

The first determining module 402 is configured to determine whether the first train control signal system fails according to the first hard-wire signal.

Optionally, the first hard-wire signal is a signal generated by triggering the main control module of the first train control signal system according to the fault state of the main control module or the fault state of the first train control signal system.

Optionally, the first determination module 402 includes a determination sub-module.

And the determining submodule is used for determining that the first train control signal system fails if the voltage value of the voltage signal output by the watchdog module is not in the first voltage value interval.

Optionally, the rail vehicle further comprises a second train control signal system that is redundant to the first train control signal system, and the rail vehicle control device 400 further comprises a control module.

And the control module is used for controlling the restarting of the first train control signal system according to the communication state of the second train control signal system and the vehicle-mounted network system if the first train control signal system is determined to be faulty.

Optionally, the control module includes a control sub-module.

The control submodule is used for controlling the first train control signal system to be restarted if any one of the following is met:

Optionally, the rail vehicle control device 400 further comprises a second determination module.

The second determining module is used for determining whether the second train control signal system fails according to a second hard wire signal representing the failure state of the second train control signal system.

Optionally, the control submodule is further configured to:

Acquiring the speed of a railway vehicle;

Optionally, the control submodule is further configured to:

Optionally, the rail vehicle control device 400 further comprises a first transmitting module.

The first sending module is used for sending a first message to the train automatic monitoring system ATS under the condition of controlling the first train control signal system to be powered down, so that the ATS can cancel a restarting instruction for indicating the restarting of the first train control signal system in response to the first message.

Optionally, the rail vehicle control device 400 further comprises a second transmission module.

The second sending module is configured to send a second message to the ATS if communication of the first train control signal system is restored within a second duration from controlling power-up of the first train control signal system, where the second message is used to indicate that restarting of the first train control signal system is successful.

Optionally, the rail vehicle control device 400 further comprises a third transmission module.

And the third sending module is used for sending a third message to the ATS if the communication of the first train control signal system is not recovered when the timing duration from the power-on of the first train control signal system reaches the second duration, and the third message is used for indicating the restarting failure of the first train control signal system.

The specific manner in which the various modules perform the operations in the apparatus of the above embodiments have been described in detail in connection with the embodiments of the method, and will not be described in detail herein.

Through the technical scheme, if communication between the first train control signal system and the vehicle-mounted network system is interrupted, the first hard wire signal used for representing the fault state of the first train control signal system is collected through the hard wire, and whether the first train control signal system fails or not is determined according to the first hard wire signal. When the communication between the first train control signal system and the vehicle-mounted network system is interrupted, the first train control signal system may fail, or the communication signal between the first train control signal system and the vehicle-mounted network system may be unstable to cause the interruption of the communication. In the scheme, the reliability of the first hard wire signal acquired through the hard wire is high, and the fault state of the first train control signal system can be accurately and reliably represented. And determining whether the first train control signal system fails according to the first hard wire signal, wherein the accuracy of a failure judgment result is higher, the reliability is better, the misjudgment rate is reduced, and the misjudgment of the train control signal system is reduced, so that the probability of restarting the train control signal system which does not fail is controlled, and unnecessary restarting of the train control signal system is reduced.

The present disclosure also provides a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, implements the steps of the rail vehicle control method provided by the present disclosure.

A memory having a computer program stored thereon;

a processor for executing a computer program in memory to implement the steps of the rail vehicle control method provided by the present disclosure.

The preferred embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings, but the present disclosure is not limited to the specific details of the embodiments described above, and various simple modifications may be made to the technical solutions of the present disclosure within the scope of the technical concept of the present disclosure, and all the simple modifications belong to the protection scope of the present disclosure.

In addition, the specific features described in the above embodiments may be combined in any suitable manner without contradiction. The various possible combinations are not described further in this disclosure in order to avoid unnecessary repetition.

Moreover, any combination between the various embodiments of the present disclosure is possible as long as it does not depart from the spirit of the present disclosure, which should also be construed as the disclosure of the present disclosure.

Claims

1. A method of controlling a rail vehicle, the rail vehicle comprising a first train control signal system, the method comprising:

2. The method of claim 1, wherein the first hard-wired signal is a signal that the master control module of the first train control signaling system triggers to generate according to a self fault state or a fault state of the first train control signaling system.

3. The method according to claim 2, wherein the first hard-wire signal is a voltage signal output by a watchdog module of the first train control signal system, and wherein the master control module controls the watchdog module to output the voltage signal to disconnect a power supply module of the first train control signal system from supplying power to a communication module of the first train control signal system if it is determined that the master control module is in a fault state or the first train control signal system is in a fault state.

4. The method of claim 3, wherein said determining whether the first column control signal system is malfunctioning based on the first hard-wired signal comprises:

5. The method of claim 1, wherein the rail vehicle further comprises a second train control signal system that is mutually redundant with the first train control signal system, the method further comprising:

6. The method of claim 5, wherein controlling restarting the first train control signal system according to a communication state of the second train control signal system with an in-vehicle network system comprises:

7. The method of claim 6, wherein the method further comprises:

8. The method of claim 5, wherein the controlling to restart the first train control signaling system comprises:

Acquiring the speed of the railway vehicle;

9. The method of claim 8, wherein the controlling to restart the first train control signaling system comprises:

10. The method according to claim 9, wherein the method further comprises:

11. The method according to claim 10, wherein the method further comprises:

12. The method according to claim 10, wherein the method further comprises:

13. A non-transitory computer readable storage medium having stored thereon a computer program, characterized in that the program when executed by a processor realizes the steps of the method according to any of claims 1-12.

14. A railway vehicle control apparatus, characterized by comprising:

A memory having a computer program stored thereon;

A processor for executing the computer program in the memory to implement the steps of the method of any one of claims 1-12.

15. A rail vehicle comprising the rail vehicle control device of claim 14.