Heavy-load freight train braking control method and device based on automatic train protection system, computer equipment and storage medium

Abstract

The invention relates to a heavy-load freight train braking control method and device based on an automatic train protection system, computer equipment, a storage medium and a computer program product. The method comprises the steps that a brake control instruction corresponding to a heavy-load freight train is determined through an automatic train protection system; according to the brake control instruction, a brake trigger main channel signal, a brake trigger standby channel signal, a pressure maintaining control main channel signal and a pressure maintaining control standby channel signal of the automatic train protection system are determined; according to the brake triggering main channel signal and the brake triggering standby channel signal, a brake triggering signal corresponding to the heavy-load freight train is determined, and according to the pressure maintaining control main channel signal and the pressure maintaining control standby channel signal, a pressure maintaining control signal corresponding to the heavy-load freight train is determined; and according to the braking trigger signal and the pressure maintaining control signal, corresponding braking control processing is conducted on the heavy-load freight train. By adopting the method, the braking control accuracy of the heavy-load freight train can be improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of computer, in particular to a heavy freight train braking control method and device based on automatic train protection system, computer equipment, computer readable storage medium and computer program product. BACKGROUND

[0002] At present, in order to ensure the operation safety of heavy freight train, how to accurately brake control the heavy freight train is very important.

[0003] In the traditional technology, when the heavy freight train is braked, the control mode of single signal path is generally adopted. However, the running environment of heavy freight train is complex, and the single signal path is easy to be disturbed, which can cause command distortion or loss, and further cause low accuracy of brake control of heavy freight train. SUMMARY

[0004] Therefore, it is necessary to provide a heavy freight train braking control method and device based on automatic train protection system, which can improve the brake control accuracy of heavy freight train.

[0005] In a first aspect, the present application provides a heavy freight train braking control method based on automatic train protection system, comprising:

[0006] In the case that the test result of the automatic train protection system carried by the heavy freight train to be controlled is passed, the brake control instruction corresponding to the heavy freight train is determined through the automatic train protection system; the brake control instruction is one of the normal operation instruction, the train pipe pressure maintaining instruction and the train pipe pressure reducing instruction corresponding to the heavy freight train.

[0007] According to the brake control instruction, the brake trigger main channel signal, the brake trigger standby channel signal, the pressure maintaining control main channel signal and the pressure maintaining control standby channel signal of the automatic train protection system are determined.

[0008] According to the brake trigger main channel signal and the brake trigger standby channel signal, the brake trigger signal corresponding to the heavy freight train is determined, and according to the pressure maintaining control main channel signal and the pressure maintaining control standby channel signal, the pressure maintaining control signal corresponding to the heavy freight train is determined.

[0009] According to the brake trigger signal and the pressure maintaining control signal, the corresponding brake control processing of the heavy freight train is performed.

[0010] In one of the embodiments, the determining of the brake trigger signal corresponding to the heavy haul freight train according to the brake trigger main channel signal and the brake trigger backup channel signal comprises:

[0011] In the case that at least one of the brake trigger main channel signal and the brake trigger backup channel signal is high level, the brake trigger signal corresponding to the heavy haul freight train is determined as high level;

[0012] Or,

[0013] In the case that both of the brake trigger main channel signal and the brake trigger backup channel signal are low level, the brake trigger signal corresponding to the heavy haul freight train is determined as low level.

[0014] In one of the embodiments, the determining of the pressure maintaining control signal corresponding to the heavy haul freight train according to the pressure maintaining control main channel signal and the pressure maintaining control backup channel signal comprises:

[0015] In the case that both of the pressure maintaining control main channel signal and the pressure maintaining control backup channel signal are high level, the pressure maintaining control signal corresponding to the heavy haul freight train is determined as high level;

[0016] Or,

[0017] In the case that at least one of the pressure maintaining control main channel signal and the pressure maintaining control backup channel signal is low level, the pressure maintaining control signal corresponding to the heavy haul freight train is determined as low level.

[0018] In one of the embodiments, the brake control processing corresponding to the heavy haul freight train according to the brake trigger signal and the pressure maintaining control signal comprises:

[0019] In the case that the brake trigger signal is low level and the pressure maintaining control signal is high level, the train pipe of the heavy haul freight train is subjected to pressure increasing processing;

[0020] Or,

[0021] In the case that the brake trigger signal is high level and the pressure maintaining control signal is high level, the pressure value of the train pipe of the heavy haul freight train is maintained;

[0022] Or,

[0023] In the case that the brake trigger signal is high level and the pressure maintaining control signal is low level, the train pipe of the heavy haul freight train is subjected to pressure decreasing processing.

[0024] In one of the embodiments, before determining the brake trigger signal corresponding to the heavy haul freight train according to the brake trigger main channel signal and the brake trigger backup channel signal, and determining the pressure maintaining control signal corresponding to the heavy haul freight train according to the pressure maintaining control main channel signal and the pressure maintaining control backup channel signal, the method further comprises:

[0025] In the case that the brake control instruction is the normal operation instruction corresponding to the heavy haul freight train, the first feedback input signal and the second feedback input signal of the train automatic protection system are acquired; the first feedback input signal and the second feedback input signal correspond to different front junctions respectively;

[0026] The determination of the brake trigger signal corresponding to the heavy haul freight train according to the brake trigger main channel signal and the brake trigger backup channel signal, and the determination of the pressure maintaining control signal corresponding to the heavy haul freight train according to the pressure maintaining control main channel signal and the pressure maintaining control backup channel signal comprise:

[0027] In the case that at least one of the first feedback input signal and the second feedback input signal is high level, the brake trigger signal corresponding to the heavy haul freight train is determined according to the brake trigger main channel signal and the brake trigger backup channel signal, and the pressure maintaining control signal corresponding to the heavy haul freight train is determined according to the pressure maintaining control main channel signal and the pressure maintaining control backup channel signal.

[0028] In one of the embodiments, the method further comprises:

[0029] In the case that the first feedback input signal and the second feedback input signal are both low level, or the test result of the train automatic protection system carried by the heavy haul freight train is failed, the fault information corresponding to the brake control interface of the train automatic protection system is generated;

[0030] The fault information is sent to the target terminal corresponding to the heavy haul freight train.

[0031] In a second aspect, the application further provides a heavy haul freight train brake control device based on a train automatic protection system, comprising:

[0032] An instruction determination module is configured to determine the brake control instruction corresponding to the heavy haul freight train through the train automatic protection system in the case that the test result of the train automatic protection system carried by the heavy haul freight train to be controlled is passed; the brake control instruction is one of the normal operation instruction corresponding to the heavy haul freight train, the train pipe pressure maintaining instruction and the train pipe pressure reducing instruction;

[0033] The first determining module is configured to determine, according to the brake control instruction, a brake trigger main channel signal, a brake trigger backup channel signal, a pressure maintaining control main channel signal and a pressure maintaining control backup channel signal of the ATP system;

[0034] The second determining module is configured to determine, according to the brake trigger main channel signal and the brake trigger backup channel signal, a brake trigger signal corresponding to the heavy haul freight train, and determine, according to the pressure maintaining control main channel signal and the pressure maintaining control backup channel signal, a pressure maintaining control signal corresponding to the heavy haul freight train.

[0035] The train control module is configured to perform corresponding brake control processing on the heavy haul freight train according to the brake trigger signal and the pressure maintaining control signal.

[0036] In a third aspect, the present application further provides a computer device, comprising a memory and a processor, wherein the memory stores a computer program, and the processor implements the following steps when executing the computer program:

[0037] In a case where the test result of the ATP system carried by the heavy haul freight train to be controlled is passed, the brake control instruction corresponding to the heavy haul freight train is determined through the ATP system, wherein the brake control instruction is one of a normal operation instruction, a train pipe pressure maintaining instruction and a train pipe pressure reducing instruction corresponding to the heavy haul freight train.

[0038] According to the brake control instruction, a brake trigger main channel signal, a brake trigger backup channel signal, a pressure maintaining control main channel signal and a pressure maintaining control backup channel signal of the ATP system are determined.

[0039] According to the brake trigger main channel signal and the brake trigger backup channel signal, a brake trigger signal corresponding to the heavy haul freight train is determined, and according to the pressure maintaining control main channel signal and the pressure maintaining control backup channel signal, a pressure maintaining control signal corresponding to the heavy haul freight train is determined.

[0040] According to the brake trigger signal and the pressure maintaining control signal, corresponding brake control processing is performed on the heavy haul freight train.

[0041] In a fourth aspect, the present application further provides a computer readable storage medium, which stores a computer program, wherein the computer program is executed by a processor to implement the following steps:

[0042] If the test result of the automatic train protection system on the heavy-haul freight train to be controlled is passed, the automatic train protection system determines the braking control command corresponding to the heavy-haul freight train; the braking control command is one of the normal operation command, train pipe pressure maintenance command, and train pipe pressure reduction command corresponding to the heavy-haul freight train.

[0043] Based on the braking control command, the braking trigger main channel signal, braking trigger backup channel signal, pressure holding control main channel signal, and pressure holding control backup channel signal of the train automatic protection system are determined.

[0044] Based on the braking trigger main channel signal and the braking trigger backup channel signal, the braking trigger signal corresponding to the heavy-haul freight train is determined; based on the pressure holding control main channel signal and the pressure holding control backup channel signal, the pressure holding control signal corresponding to the heavy-haul freight train is determined.

[0045] Based on the braking trigger signal and the pressure holding control signal, the heavy-haul freight train is subjected to corresponding braking control processing.

[0046] Fifthly, this application also provides a computer program product, including a computer program that, when executed by a processor, performs the following steps:

[0047] If the test result of the automatic train protection system on the heavy-haul freight train to be controlled is passed, the automatic train protection system determines the braking control command corresponding to the heavy-haul freight train; the braking control command is one of the normal operation command, train pipe pressure maintenance command, and train pipe pressure reduction command corresponding to the heavy-haul freight train.

[0048] Based on the braking control command, the braking trigger main channel signal, braking trigger backup channel signal, pressure holding control main channel signal, and pressure holding control backup channel signal of the train automatic protection system are determined.

[0049] Based on the braking trigger main channel signal and the braking trigger backup channel signal, the braking trigger signal corresponding to the heavy-haul freight train is determined; based on the pressure holding control main channel signal and the pressure holding control backup channel signal, the pressure holding control signal corresponding to the heavy-haul freight train is determined.

[0050] Based on the braking trigger signal and the pressure holding control signal, the heavy-haul freight train is subjected to corresponding braking control processing.

[0051] The above heavy haul freight train brake control method based on the train automatic protection system, device, computer equipment, storage medium and computer program product, in the case that the test result of the train automatic protection system carried by the heavy haul freight train to be controlled is passed, the brake control instruction corresponding to the heavy haul freight train is determined through the train automatic protection system, then the brake trigger main channel signal, the brake trigger standby channel signal, the pressure maintaining control main channel signal and the pressure maintaining control standby channel signal of the train automatic protection system are determined according to the brake control instruction, then the brake trigger signal corresponding to the heavy haul freight train is determined according to the brake trigger main channel signal and the brake trigger standby channel signal, the pressure maintaining control signal corresponding to the heavy haul freight train is determined according to the pressure maintaining control main channel signal and the pressure maintaining control standby channel signal, and finally the corresponding brake control processing is performed on the heavy haul freight train according to the brake trigger signal and the pressure maintaining control signal. In this way, when the heavy haul freight train is controlled, the main and standby channel signals of the brake trigger and pressure maintaining control generated based on the brake control instruction form a redundancy checking mechanism, and only when the main and standby channel signals are confirmed can the final brake trigger signal and pressure maintaining control signal be generated, so that when the control instruction changes from the normal operation instruction to the train pipe pressure reducing instruction, the instruction distortion or loss caused by the disturbance of a single signal path is avoided, the accurate mapping of the brake trigger and pressure maintaining control is realized, the brake control processing of the heavy haul freight train is strictly matched with the actual brake demand, and the brake control accuracy of the heavy haul freight train is improved. Moreover, the state of the pressure maintaining control signal pressure maintaining control channel in the second determination module is monitored in real time through the first feedback input signal and the second feedback input signal, the ATP is caused to exit operation when an abnormality is found, so that when the control instruction changes from the train pipe pressure reducing instruction to the train pipe pressure maintaining instruction, the pressure maintaining control signal cannot be changed according to the instruction due to the channel fault, and the train pipe is excessively reduced, causing the heavy haul freight train to be braked urgently. Further, the first feedback input signal and the second feedback input signal are also monitored through the dual-channel mode, so that the false failure caused by the disturbance of a single feedback input signal path is avoided, and the normal operation of the train is not affected. BRIEF DESCRIPTION OF DRAWINGS

[0052] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the related art, the drawings needed to be used in the description of the embodiments of the present application or the related art will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other related drawings can be obtained by those skilled in the art without creative labor.

[0053] Figure 1 It is a flowchart of a heavy haul freight train brake control method based on a train automatic protection system in an embodiment.

[0054] Figure 2 A flowchart of an ATP (Automatic Train Protection) common brake output control method in an embodiment;

[0055] Figure 3 A schematic diagram of an ATP common brake output control circuit principle in an embodiment;

[0056] Figure 4 A flowchart of a heavy haul freight train brake control method based on an ATP in another embodiment;

[0057] Figure 5 A structural block diagram of a heavy haul freight train brake control device based on an ATP in an embodiment;

[0058] Figure 6 An internal structure diagram of a computer device in an embodiment. DETAILED DESCRIPTION

[0059] In order to make the purposes, technical solutions and advantages of the present application clearer, the present application will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and do not limit the present application.

[0060] It should be noted that the user information (including but not limited to user equipment information, user personal information, etc.) and data (including but not limited to data for analysis, stored data, displayed data, etc.) involved in the present application are all information and data authorized by the user or authorized by all parties, and the collection, use and processing of related data need to comply with relevant regulations.

[0061] In an exemplary embodiment, as shown in Figure 1 A heavy haul freight train brake control method based on an ATP is provided, and the present embodiment takes the method applied to a server as an example; it can be understood that the method can also be applied to a terminal, and can also be applied to a system including a terminal and a server, and is realized through the interaction between the terminal and the server. The terminal can be, but is not limited to, various personal computers, notebook computers, smart phones and tablet computers; the server can be realized by an independent server or a server cluster composed of multiple servers. In the present embodiment, the method includes the following steps:

[0062] In a case where the test result of the train automatic protection system carried by the heavy haul freight train to be controlled is passed, the train automatic protection system is used to determine the brake control instruction corresponding to the heavy haul freight train; the brake control instruction is one of the normal operation instruction, the train pipe pressure maintaining instruction and the train pipe pressure reducing instruction corresponding to the heavy haul freight train.

[0063] The heavy haul freight train refers to a freight train used for transporting bulk goods (such as coal, ore, etc.), having a longer formation (usually dozens of carriages) and a larger load (wenty thousand tons or more), and is also called a locomotive.

[0064] The train automatic protection system refers to a system used for ensuring the driving safety of the heavy haul freight train, and is also called ATP.

[0065] The test result is used to represent the result obtained by the train automatic protection system performing automatic testing.

[0066] The normal operation instruction refers to an instruction used for controlling the normal driving of the heavy haul freight train, and is also called a brake release instruction.

[0067] The train pipe pressure maintaining instruction refers to an instruction used for maintaining the train pipe pressure of the heavy haul freight train.

[0068] The train pipe pressure reducing instruction refers to an instruction used for reducing the train pipe pressure of the heavy haul freight train.

[0069] Exemplarily, the server performs a power-on process on the train automatic protection system carried by the heavy haul freight train to be controlled; after the power-on, the train automatic protection system performs automatic testing (such as Figure 2In the case of passing test results, the train automatic protection system is used to obtain the train state information (including the current speed information and current position information of the heavy haul freight train) corresponding to the heavy haul freight train and the trackside equipment (such as a transponder, a signal machine, and a track circuit) corresponding to the heavy haul freight train in real time transmission of the road surface state information (such as speed limit values, signal machine states, and line slope information); then, the server inputs the train state information as main data and the road surface state information as auxiliary data into the feature extraction model for feature extraction processing to obtain a first feature vector of the train state information, and inputs the road surface state information as main data and the train state information as auxiliary data into the feature extraction model for feature extraction processing to obtain a second feature vector of the road surface state information; then, the server performs fusion processing on the first feature vector and the second feature vector to obtain a fusion feature vector; then, the server inputs the fusion feature vector into the trained brake control instruction prediction model to obtain the prediction probability of the heavy haul freight train under each preset brake control instruction, and selects a preset brake control instruction with the maximum prediction probability from the preset brake control instructions as the brake control instruction corresponding to the heavy haul freight train.

[0070] In step S102, the brake trigger main channel signal, the brake trigger backup channel signal, the pressure maintaining control main channel signal, and the pressure maintaining control backup channel signal of the train automatic protection system are determined according to the brake control instruction.

[0071] The brake trigger main channel signal refers to the main signal path output corresponding to the brake trigger signal generated by the train automatic protection system. In an actual scenario, as shown in FIG. 1, the brake trigger main channel signal is ATP output 1. Figure 2

[0072] The brake trigger backup channel signal refers to the redundant signal path output corresponding to the brake trigger signal generated by the train automatic protection system. In an actual scenario, as shown in FIG. 1, the brake trigger backup channel signal is ATP output 2. Figure 2

[0073] The pressure maintaining control main channel signal refers to the main signal path output corresponding to the pressure maintaining control signal generated by the train automatic protection system. In an actual scenario, as shown in FIG. 1, the pressure maintaining control main channel signal is ATP output 3. Figure 2

[0074] The pressure maintaining control backup channel signal refers to the redundant signal path output corresponding to the pressure maintaining control signal generated by the train automatic protection system. In an actual scenario, as shown in FIG. 1, the pressure maintaining control backup channel signal is ATP output 4. Figure 2

[0075] ​​​​For example, when the braking control command is a normal operation command, the server determines that the braking trigger main channel signal and the braking trigger backup channel signal of the automatic train protection system are both at a low level, and the pressure holding control main channel signal and the pressure holding control backup channel signal of the automatic train protection system are both at a high level; when the braking control command is a train pipe pressure holding command, the server determines that the braking trigger main channel signal, the braking trigger backup channel signal, the pressure holding control main channel signal, and the pressure holding control backup channel signal of the automatic train protection system are all at a high level; when the braking control command is a train pipe decompression command, the server determines that the braking trigger main channel signal and the braking trigger backup channel signal of the automatic train protection system are both at a high level, and the pressure holding control main channel signal and the pressure holding control backup channel signal of the automatic train protection system are both at a low level.

[0076] Step S103: Based on the braking trigger main channel signal and the braking trigger backup channel signal, determine the braking trigger signal corresponding to the heavy-haul freight train; based on the pressure holding control main channel signal and the pressure holding control backup channel signal, determine the pressure holding control signal corresponding to the heavy-haul freight train.

[0077] The brake trigger signal indicates whether braking is applied to the train. In real-world scenarios, such as... Figure 3 As shown, the braking trigger signal is signal 840 (DI11).

[0078] The pressure-maintaining control signal indicates whether to maintain the current pressure in the train pipe. In practical scenarios, such as... Figure 3 As shown, the pressure holding control signal is signal 841 (DI12).

[0079] For example, the server uses relays associated with heavy-haul freight trains (such as...) Figure 3 (Relay 1 and Relay 2 in the diagram), based on the main braking trigger signal and the backup braking trigger signal, determine the braking trigger signal corresponding to the heavy-haul freight train, and use the relays associated with the heavy-haul freight train (such as...) Figure 3 Based on the main pressure control channel signal and the backup pressure control channel signal, the pressure control signal corresponding to the heavy-haul freight train is determined using relays 3 and 4 in the system.

[0080] Step S104: Perform corresponding braking control processing on the heavy-haul freight train according to the braking trigger signal and the pressure holding control signal.

[0081] Exemplarily, the server pre-processes the brake trigger signal and the pressure maintaining control signal to obtain a pre-processed brake trigger signal and a pre-processed pressure maintaining control signal; then, the server inputs the pre-processed brake trigger signal and the pre-processed pressure maintaining control signal into the trained brake control processing instruction prediction model to obtain the prediction probability of the heavy haul freight train under each preset brake control processing instruction; then, the server screens the preset brake control processing instruction with the maximum prediction probability from the preset brake control processing instructions as the target brake control processing instruction corresponding to the heavy haul freight train; then, the server performs corresponding brake control processing on the heavy haul freight train according to the target brake control processing instruction.

[0082] In the above heavy haul freight train brake control method based on the train automatic protection system, in the case that the test result of the train automatic protection system carried by the heavy haul freight train to be controlled is passed, the brake control instruction corresponding to the heavy haul freight train is determined through the train automatic protection system, and then the brake trigger main channel signal, the brake trigger standby channel signal, the pressure maintaining control main channel signal and the pressure maintaining control standby channel signal of the train automatic protection system are determined according to the brake control instruction; then, the brake trigger signal corresponding to the heavy haul freight train is determined according to the brake trigger main channel signal and the brake trigger standby channel signal, the pressure maintaining control signal corresponding to the heavy haul freight train is determined according to the pressure maintaining control main channel signal and the pressure maintaining control standby channel signal, and finally, the heavy haul freight train is subjected to corresponding brake control processing according to the brake trigger signal and the pressure maintaining control signal. In this way, when the heavy haul freight train is subjected to brake control, in the case that the test of the train automatic protection system carried by the heavy haul freight train is passed, the main and standby channel signals of the brake trigger and pressure maintaining control generated based on the brake control instruction form a redundancy checking mechanism, and the final brake trigger signal and pressure maintaining control signal are generated only after the main and standby channel signals are confirmed, so that when the control instruction changes from the normal operation instruction to the train pipe pressure reducing instruction, the instruction distortion or loss caused by the disturbance of a single signal path is avoided, the accurate mapping of the brake trigger and pressure maintaining control is realized, the brake control processing of the heavy haul freight train is strictly matched with the actual brake demand, and the brake control accuracy of the heavy haul freight train is improved. Moreover, the state of the pressure maintaining control signal pressure maintaining control channel in the second determination module is monitored in real time through the first feedback input signal and the second feedback input signal, and when an abnormality is found, the ATP is caused to exit operation, so that when the control instruction changes from the train pipe pressure reducing instruction to the train pipe pressure maintaining instruction, the pressure maintaining control signal cannot be changed according to the instruction due to the channel failure, and the train pipe is caused to excessively reduce the pressure, resulting in the emergency brake of the heavy haul freight train. Further, the first feedback input signal and the second feedback input signal are also subjected to double-channel processing, so that the false failure caused by the disturbance of a single feedback input signal path is avoided, and the normal operation of the train is not affected.

[0083] In an exemplary embodiment, the step S103 of determining the brake trigger signal corresponding to the heavy haul freight train according to the brake trigger main channel signal and the brake trigger standby channel signal specifically includes the following contents: in the case that at least one of the brake trigger main channel signal and the brake trigger standby channel signal is high, determining that the brake trigger signal corresponding to the heavy haul freight train is high; or in the case that both of the brake trigger main channel signal and the brake trigger standby channel signal are low, determining that the brake trigger signal corresponding to the heavy haul freight train is low.

[0084] wherein the high level can refer to 1 and the low level can refer to 0.

[0085] Exemplarily, in the case that both of the brake trigger main channel signal and the brake trigger standby channel signal are high, the server determines that the brake trigger signal corresponding to the heavy haul freight train is high; or in the case that the brake trigger main channel signal is high and the brake trigger standby channel signal is low, the server determines that the brake trigger signal corresponding to the heavy haul freight train is high; or in the case that the brake trigger main channel signal is low and the brake trigger standby channel signal is high, the server determines that the brake trigger signal corresponding to the heavy haul freight train is high; in the case that both of the brake trigger main channel signal and the brake trigger standby channel signal are low, the server determines that the brake trigger signal corresponding to the heavy haul freight train is low.

[0086] In the embodiment, by constructing the redundancy safety mechanism of the brake trigger signal, i.e. any one of the main channel and the standby channel is effective, it can ensure that the brake command is correctly triggered, and avoid the risk of brake missing trigger caused by single channel failure. Only when both of the channels are low, it is determined that there is no need for braking, which takes into account the reliability and anti-interference of the brake command, and effectively guarantees the safety and accuracy of the heavy haul freight train brake control.

[0087] In an exemplary embodiment, the step S103 of determining the pressure maintaining control signal corresponding to the heavy haul freight train according to the pressure maintaining control main channel signal and the pressure maintaining control standby channel signal specifically includes the following contents: in the case that both of the pressure maintaining control main channel signal and the pressure maintaining control standby channel signal are high, determining that the pressure maintaining control signal corresponding to the heavy haul freight train is high; or in the case that at least one of the pressure maintaining control main channel signal and the pressure maintaining control standby channel signal is low, determining that the pressure maintaining control signal corresponding to the heavy haul freight train is low.

[0088] Exemplarily, the server determines that the pressure maintaining control signal corresponding to the heavy haul freight train is high in a case that the pressure maintaining control main channel signal and the pressure maintaining control standby channel signal are both high; or determines that the pressure maintaining control signal corresponding to the heavy haul freight train is low in a case that the pressure maintaining control main channel signal and the pressure maintaining control standby channel signal are both low; or determines that the pressure maintaining control signal corresponding to the heavy haul freight train is low in a case that the pressure maintaining control main channel signal is high and the pressure maintaining control standby channel signal is low; or determines that the pressure maintaining control signal corresponding to the heavy haul freight train is low in a case that the pressure maintaining control main channel signal is low and the pressure maintaining control standby channel signal is high.

[0089] In the embodiment, by adopting the rigorous logic of full confirmation of the main and standby channels to take effect and single channel to be invalid, a double security check barrier is established for the pressure maintaining control signal, and by strengthening the triggering threshold and failure sensitivity of the pressure maintaining instruction, the reliability of pressure regulation in the braking process of the heavy haul train is accurately guaranteed, and problems such as hook stress fluctuation and braking distance deviation caused by abnormal pressure maintaining are reduced.

[0090] In an exemplary embodiment, the step S104 comprises the following contents: in a case that the brake trigger signal is low and the pressure maintaining control signal is high, the train pipe of the heavy haul freight train is subjected to pressure increasing processing; or in a case that the brake trigger signal is high and the pressure maintaining control signal is high, the pressure value of the train pipe of the heavy haul freight train is maintained; or in a case that the brake trigger signal is high and the pressure maintaining control signal is low, the train pipe of the heavy haul freight train is subjected to pressure decreasing processing.

[0091] The train pipe refers to an air pipe that penetrates the whole heavy haul freight train.

[0092] The pressure value refers to the pressure value of the air in the train pipe.

[0093] Exemplarily, in a case that the brake trigger signal is low and the pressure maintaining control signal is high, the server generates a train pipe pressure increasing instruction of the heavy haul freight train, and subjects the train pipe of the heavy haul freight train to pressure increasing processing according to the train pipe pressure increasing instruction; or in a case that the brake trigger signal is high and the pressure maintaining control signal is high, the server generates a train pipe maintaining instruction of the heavy haul freight train, and maintains the pressure value of the train pipe of the heavy haul freight train according to the train pipe maintaining instruction; or in a case that the brake trigger signal is high and the pressure maintaining control signal is low, the server generates a train pipe pressure decreasing instruction of the heavy haul freight train, and subjects the train pipe of the heavy haul freight train to pressure decreasing processing according to the train pipe pressure decreasing instruction.

[0094] In this embodiment, through the double-signal cooperative control mechanism, the braking action is subdivided into three core states of relief, maintenance and application, the braking demand in different running scenarios is accurately matched, the problems of train impulse and braking distance deviation caused by improper pressure regulation are reduced, and the stability and accuracy of the heavy haul train braking control are significantly improved.

[0095] In one exemplary embodiment, before the step S103 of determining the brake trigger signal corresponding to the heavy haul train according to the brake trigger main channel signal and the brake trigger standby channel signal, and determining the pressure maintaining control signal corresponding to the heavy haul train according to the pressure maintaining control main channel signal and the pressure maintaining control standby channel signal, the method further comprises: in the case that the brake control instruction is the normal running instruction corresponding to the heavy haul train, obtaining a first feedback input signal and a second feedback input signal of the ATP system; the first feedback input signal and the second feedback input signal correspond to different front contact points respectively.

[0096] Then, the step of determining the brake trigger signal corresponding to the heavy haul train according to the brake trigger main channel signal and the brake trigger standby channel signal, and determining the pressure maintaining control signal corresponding to the heavy haul train according to the pressure maintaining control main channel signal and the pressure maintaining control standby channel signal, comprises: in the case that at least one of the first feedback input signal and the second feedback input signal is high, determining the brake trigger signal corresponding to the heavy haul train according to the brake trigger main channel signal and the brake trigger standby channel signal, and determining the pressure maintaining control signal corresponding to the heavy haul train according to the pressure maintaining control main channel signal and the pressure maintaining control standby channel signal.

[0097] The first feedback input signal is a signal for primary state verification of the execution state of the brake control instruction. In actual scenarios, as shown in Figure 3 The first feedback input signal is ATP feedback input 1, which corresponds to the front contact point C.

[0098] The second feedback input signal is a signal for redundant state verification of the execution state of the brake control instruction. In actual scenarios, as shown in Figure 3 The second feedback input signal is ATP feedback input 2, which corresponds to the front contact point D.

[0099] The front contact point is a contact point closed under the excitation state of the relay corresponding to the heavy haul train.

[0100] Exemplarily, the server judges the brake control instruction; in the case that the brake control instruction is a normal operation instruction corresponding to the heavy haul freight train, feedback input signals of the train automatic protection system corresponding to different front contact points are acquired as a first feedback input signal and a second feedback input signal of the train automatic protection system respectively; then, the server judges the first feedback input signal and the second feedback input signal; in the case that at least one of the first feedback input signal and the second feedback input signal is a high level, a brake trigger signal corresponding to the heavy haul freight train is determined according to a brake trigger main channel signal and a brake trigger standby channel signal, and a pressure maintaining control signal corresponding to the heavy haul freight train is determined according to a pressure maintaining control main channel signal and a pressure maintaining control standby channel signal.

[0101] In the embodiment, the basis execution state of the normal operation instruction is verified through the OR logic of the first feedback input signal and the second feedback input signal, so that the subsequent control logic is started only when at least one feedback is effective, and the train pipe pressure reducing instruction is changed to the train pipe pressure maintaining instruction, the pressure maintaining control signal cannot be changed according to the instruction due to the fault of the pressure maintaining control channel, and the train pipe is excessively reduced in pressure, thereby causing the emergency braking of the heavy haul freight train. Moreover, the first feedback input signal and the second feedback input signal are also in the dual-channel mode, so that the false fault is not caused due to the disturbance of a single feedback input signal path, the normal operation of the train is not affected, and the safety of the brake control of the heavy haul freight train in the normal operation state is significantly improved.

[0102] In an exemplary embodiment, the method further includes the following contents: in the case that the first feedback input signal and the second feedback input signal are both low levels, or the test result of the train automatic protection system carried by the heavy haul freight train is not passed, fault information corresponding to a brake control interface of the train automatic protection system is generated; and the fault information is sent to a target terminal corresponding to the heavy haul freight train.

[0103] The brake control interface refers to a channel corresponding to the brake control instruction output by the train automatic protection system.

[0104] The fault information is used to indicate information (such as fault type information) corresponding to the fault of the brake control interface.

[0105] The target terminal is used to indicate a terminal (such as a mobile phone, a vehicle-mounted terminal, etc.) corresponding to a driver (a driver) of the heavy haul freight train.

[0106] Exemplarily, the server judges the first feedback input signal and the second feedback input signal; in the case that the first feedback input signal and the second feedback input signal are both low or the test result of the train automatic protection system carried by the heavy-haul freight train is not passed, the interface state data (such as the voltage, current and other electrical parameters of the interface hardware) corresponding to the brake control interface of the train automatic protection system is obtained, the interface state data is processed for feature extraction, and the feature vector of the interface state data is obtained; then, the server inputs the feature vector of the interface state data into the trained fault type prediction model, and obtains the prediction probability of the brake control interface under each preset fault type information; then, the server screens the preset fault type information with the maximum prediction probability from the preset fault type information, as the target fault type information corresponding to the brake control interface; then, the server determines the fault information corresponding to the brake control interface of the train automatic protection system based on the target fault type information; then, the server determines the terminal corresponding to the heavy-haul freight train as the target terminal, and sends the fault information to the target terminal.

[0107] In this embodiment, the double trigger conditions comprehensively cover the key fault risk of the interface, and the precise information transmission ensures that the relevant personnel master the abnormal state at the first time, so as to gain time for timely troubleshooting of the interface hardware fault, repair of the communication link or start of the emergency plan, thereby effectively avoiding the brake control failure caused by the hidden fault, and significantly improving the fault response efficiency and operation safety of the heavy-haul freight train brake system.

[0108] In one exemplary embodiment, as shown in Figure 4 Another heavy-haul freight train brake control method based on a train automatic protection system is provided, which is taken as an example of the server for illustration, and specifically includes the following steps:

[0109] Step S401, in the case that the test result of the train automatic protection system carried by the heavy-haul freight train to be controlled is passed, the brake control instruction corresponding to the heavy-haul freight train is determined through the train automatic protection system; the brake control instruction is one of the normal operation instruction, the train pipe pressure maintaining instruction and the train pipe pressure reducing instruction corresponding to the heavy-haul freight train.

[0110] Step S402, the brake trigger main channel signal, the brake trigger standby channel signal, the pressure maintaining control main channel signal and the pressure maintaining control standby channel signal of the train automatic protection system are determined according to the brake control instruction.

[0111] Step S403, in the case that the brake control instruction is the normal operation instruction corresponding to the heavy-haul freight train, the first feedback input signal and the second feedback input signal of the train automatic protection system are obtained; the first feedback input signal and the second feedback input signal correspond to different front contacts respectively.

[0112] Step S404, in the case that at least one of the first feedback input signal and the second feedback input signal is high, and at least one of the brake trigger main channel signal and the brake trigger standby channel signal is high, determining that the brake trigger signal corresponding to the heavy haul freight train is high.

[0113] Step S405, in the case that at least one of the first feedback input signal and the second feedback input signal is high, and both of the brake trigger main channel signal and the brake trigger standby channel signal are low, determining that the brake trigger signal corresponding to the heavy haul freight train is low.

[0114] Step S406, in the case that at least one of the first feedback input signal and the second feedback input signal is high, and both of the pressure maintaining control main channel signal and the pressure maintaining control standby channel signal are high, determining that the pressure maintaining control signal corresponding to the heavy haul freight train is high.

[0115] Step S407, in the case that at least one of the first feedback input signal and the second feedback input signal is high, and at least one of the pressure maintaining control main channel signal and the pressure maintaining control standby channel signal is low, determining that the pressure maintaining control signal corresponding to the heavy haul freight train is low.

[0116] Step S408, in the case that the brake trigger signal is low, and the pressure maintaining control signal is high, performing pressure increasing processing on the train pipe of the heavy haul freight train.

[0117] Step S409, in the case that the brake trigger signal is high, and the pressure maintaining control signal is high, maintaining the pressure value of the train pipe of the heavy haul freight train.

[0118] Step S410, in the case that the brake trigger signal is high, and the pressure maintaining control signal is low, performing pressure decreasing processing on the train pipe of the heavy haul freight train.

[0119] Step S411, in the case that both of the first feedback input signal and the second feedback input signal are low, or the test result of the train automatic protection system carried by the heavy haul freight train is not passed, generating fault information corresponding to the brake control interface of the train automatic protection system; and sending the fault information to the target terminal corresponding to the heavy haul freight train.

[0120] In the above heavy haul freight train brake control method based on the train automatic protection system, in the case that the test result of the train automatic protection system carried by the heavy haul freight train to be controlled is passed, the brake control instruction corresponding to the heavy haul freight train is determined through the train automatic protection system, then the brake trigger main channel signal, the brake trigger standby channel signal, the pressure maintaining control main channel signal and the pressure maintaining control standby channel signal of the train automatic protection system are determined according to the brake control instruction, then the brake trigger signal corresponding to the heavy haul freight train is determined according to the brake trigger main channel signal and the brake trigger standby channel signal, the pressure maintaining control signal corresponding to the heavy haul freight train is determined according to the pressure maintaining control main channel signal and the pressure maintaining control standby channel signal, and finally the corresponding brake control processing is performed on the heavy haul freight train according to the brake trigger signal and the pressure maintaining control signal. In this way, when the brake control is performed on the heavy haul freight train, the main and standby channel signals of the brake trigger and pressure maintaining control generated based on the brake control instruction form a redundancy checking mechanism when it is ensured that the test of the train automatic protection system carried by the heavy haul freight train is passed, and the final brake trigger signal and pressure maintaining control signal are generated only after the main and standby channel signals are confirmed, so that when the control instruction changes from the normal operation instruction to the train pipe pressure reducing instruction, the instruction distortion or loss caused by the disturbance of a single signal path is avoided, the accurate mapping of the brake trigger and pressure maintaining control is realized, the brake control processing of the heavy haul freight train is strictly matched with the actual brake demand, and the brake control accuracy of the heavy haul freight train is improved. Moreover, the state of the pressure maintaining control channel of the pressure maintaining control signal in the second determination module is monitored in real time through the first feedback input signal and the second feedback input signal, the ATP is caused to exit operation when an abnormality is found, and when the control instruction changes from the train pipe pressure reducing instruction to the train pipe pressure maintaining instruction, the pressure maintaining control signal cannot be changed according to the instruction due to the channel fault, and the train pipe is excessively reduced, thereby causing the emergency brake of the heavy haul freight train. Further, the first feedback input signal and the second feedback input signal are also monitored through the double-channel mode, and the false failure caused by the disturbance of a single feedback input signal path is avoided, and the normal operation of the train is not affected.

[0121] In one exemplary embodiment, in order to more clearly illustrate the heavy haul freight train brake control method based on the train automatic protection system provided by the embodiments of the present application, the heavy haul freight train brake control method based on the train automatic protection system is specifically described below with one specific embodiment. In one embodiment, the present application also provides an ATP normal brake output safety control method of a locomotive. Specifically, it includes the following contents:

[0122] The locomotive brake is connected with the ATP normal brake output interface through the punishment channel 1 signal 840 (DI11) and the punishment channel 2 signal 841 (DI12):

[0123] Normal running signal 840 (DI11) is 0, signal 841 (DI12) is 1;

[0124] If the monitoring punishment signal changes, i.e. signal 840 (DI11) is 1 and signal 841 (DI12) is 0, the train pipe is depressurized, and the amount of pressure reduction is determined by the duration of the monitoring signal. The train pipe is continuously depressurized as long as the monitoring signal exists, and the pressure reduction rate is about 20-28 kPa / s;

[0125] If signal 840 (DI11) is 1 and signal 841 (DI12) is 1, the train pipe is pressure maintained;

[0126] There is no case where signal 840 (DI11) and signal 841 (DI12) are both 0. If such a case occurs, the locomotive brake does not handle it.

[0127] The ATP normal braking output control circuit is connected to the locomotive brake signal 840 (DI11) and signal 841 (DI12) in the manner shown in Figure 3

[0128] Among them:

[0129] Relays 1-4 are four 4-contact link type electromagnetic relays, and the ATP uses 4-way output to control the coils of the 4 relays respectively;

[0130] One front contact of each of relays 1 and 2 is used, and the other side is connected in parallel to the locomotive brake signal power supply. The other side is connected in parallel to signal 840 (DI11);

[0131] All front contacts of relays 3 and 4 are used. The front contacts A and B of the two relays are connected in parallel first and then in series. One side is connected to the locomotive brake signal power supply, and the other side is connected to signal 841 (DI12). The front contacts C and D of the two relays are connected in series. One side is connected to the locomotive brake signal power supply, and the other side is connected to ATP feedback input 1 and ATP feedback input 2 respectively.

[0132] When the ATP is turned off, ATP outputs 1-4 are all low. At this time, signal 840 (DI11) and signal 841 (DI12) are both 0, and the locomotive brake does not act.

[0133] After the ATP is turned on in the depot, the following automatic test is performed:

[0134] ATP control outputs 1 and 2 are low, and outputs 3 and 4 are high. At this time, signal 840 (DI11) should be 0, and signal 841 (DI12) should be 1. The locomotive is in normal operation, and ATP checks whether feedback inputs 1 and 2 are both high;

[0135] ​After the previous test step, ATP control output 1 is high, output 2 is low, output 3 is low, output 4 is high, at this time the signal 840 (DI11) should be 1, signal 841 (DI12) should be 0, ATP checks whether the train pipe can normally reduce pressure;

[0136] After the previous test step and the pressure reduction reaches the specified number of seconds, ATP control output 1 is high, output 2 is low, output 3 is high, output 4 is high, at this time the signal 840 (DI11) should be 1, signal 841 (DI12) should be 1, ATP checks whether the train pipe can normally maintain pressure;

[0137] After the previous test step, ATP control output 1 is low, output 2 is low, output 3 is high, output 4 is high, at this time the signal 840 (DI11) should be 0, signal 841 (DI12) should be 1, ATP checks whether the brake can normally be released;

[0138] After the previous test step, ATP control output 1 is low, output 2 is high, output 3 is high, output 4 is low, at this time the signal 840 (DI11) should be 1, signal 841 (DI12) should be 0, ATP checks whether the train pipe can normally reduce pressure;

[0139] After the previous test step and the pressure reduction reaches the specified number of seconds, ATP control output 1 is low, output 2 is high, output 3 is high, output 4 is high, at this time the signal 840 (DI11) should be 1, signal 841 (DI12) should be 1, ATP checks whether the train pipe can normally maintain pressure;

[0140] After the previous test step, ATP control output 1 is low, output 2 is low, output 3 is high, output 4 is high, at this time the signal 840 (DI11) should be 0, signal 841 (DI12) should be 1, ATP checks whether the brake can normally be released;

[0141] After all test steps are passed, ATP can be put into normal operation, and if any step fails, ATP reports the common brake interface fault to the driver and ATP exits operation.

[0142] During ATP operation:

[0143] Normal operation (brake release): ATP control output 1 is low, output 2 is low, output 3 is high, output 4 is high;

[0144] ATP output normal service brake, command train pipe pressure reduction: ATP control output 1 is high level, output 2 is high level, output 3 is low level, output 4 is low level;

[0145] ATP output normal service brake, pressure reduction command has reached the specified number of seconds, command train pipe pressure maintaining: ATP control output 1 is high level, output 2 is high level, output 3 is high level, output 4 is high level;

[0146] Normal operation (brake release), ATP monitoring feedback input 1 and 2, if both are 0, report to the driver that the normal service brake interface is faulty, the driver takes over the parking, and the ATP exits the operation;

[0147] The operation process of the above-mentioned normal service brake output safety control method can be summarized as Figure 2 .

[0148] The above-mentioned embodiment, when controlling the braking of the heavy haul freight train, ensures that the heavy haul freight train carries a train automatic protection system test, and forms a redundancy checking mechanism based on the braking trigger generated by the braking control instruction and the main and standby dual-channel signals of the pressure maintaining control. Only the main and standby channel signals are confirmed to generate the final brake trigger signal and pressure maintaining control signal, ensuring that when the control instruction changes from a normal operation instruction to a train pipe pressure reduction instruction, the instruction will not be distorted or lost due to a single signal path disturbance, realizing precise mapping of brake trigger and pressure maintaining control, ensuring that the braking control processing of the heavy haul freight train strictly matches the actual braking demand, which is beneficial to improve the braking control accuracy of the heavy haul freight train. Moreover, by monitoring the state of the pressure maintaining control signal pressure maintaining control channel in the second determination module through the first feedback input signal and the second feedback input signal, the ATP exits the operation when an abnormality is found, ensuring that when the control instruction changes from a train pipe pressure reduction instruction to a train pipe pressure maintaining instruction, the pressure maintaining control signal cannot be correctly changed according to the instruction due to channel failure, thereby causing the train pipe to excessively reduce the pressure and causing the heavy haul freight train to brake urgently. Further, the first feedback input signal and the second feedback input signal are also monitored through a dual-channel mode, so that a single feedback input signal path will not be disturbed to cause false failure and affect the normal operation of the train.

[0149] Meanwhile, the embodiment also has the following advantages:

[0150] (1) The system safety principle is improved, and the emergency braking output is no longer added while ensuring that the ATP meets the fail-safe requirements: when the control method of the application is adopted, the safety principle is combined fail-safe, which can meet the fail-safe requirements. Through self-checking, the ATP can ensure that all components of the normal braking control circuit (including the 4-way output of the ATP and the 4 relays in the circuit) are in good condition when the ATP is put into operation, and even if a component fails during operation, it will not affect the locomotive receiving the normal braking command of the ATP. Therefore, the ATP no longer needs to monitor the locomotive input according to the reaction fail-safe principle and add emergency braking output after a failure.

[0151] (2) When the ATP outputs normal braking, it can reliably output the train pipe pressure maintaining command, avoiding false triggering of train emergency braking due to output circuit failure: for the locomotive brake, the normal braking pressure reduction is determined by the pressure reduction command duration, and if the train pipe pressure reduction command cannot be converted to the train pipe pressure maintaining command due to failure, the train pipe will continue to exhaust until the train pipe pressure is zero, resulting in a normal braking error to emergency braking. When the control method of the application is adopted, the ATP uses the A / B group of relay contacts to redundantly control signal 841 (DI12); at the same time, the ATP uses feedback inputs 1 and 2 to monitor whether the coils of relays 3 and 4 can be normally excited and whether ATP outputs 3 and 4 can normally output high level, and timely exits operation in case of failure. Thus, it can be ensured that the train pipe pressure reduction command can be reliably converted to the train pipe pressure maintaining command after the ATP outputs the train pipe pressure reduction command for the specified number of seconds, and train emergency braking will not be falsely triggered.

[0152] (3) The added ATP feedback input does not affect availability: through self-checking, it can be ensured that both feedback inputs are in normal state before the ATP is put into operation; during operation, feedback inputs 1 and 2 of the ATP are also redundant, and ATP acquisition interface failure or failure of a contact in the C / D contact group of relay will not cause the ATP to misjudge the normal braking interface failure.

[0153] It should be understood that although each step in the flowchart involved in each of the above embodiments is shown in sequence according to the arrow, these steps are not necessarily executed in the order indicated by the arrow. Unless otherwise specified herein, the execution of these steps is not strictly limited in sequence, and these steps can be executed in other orders. Moreover, at least part of the steps in the flowchart involved in each of the above embodiments can include multiple steps or stages, which are not necessarily executed at the same time, but can be executed at different times, and the execution sequence of these steps or stages is not necessarily sequential, but can be executed in rotation or alternation with at least part of other steps or steps or stages in other steps.

[0154] Based on the same inventive concept, the application further provides a train automatic protection system based heavy freight train braking control device for implementing the train automatic protection system based heavy freight train braking control method described above. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme described in the above method, so the specific limitations in one or more train automatic protection system based heavy freight train braking control device embodiments provided below can refer to the limitations of the train automatic protection system based heavy freight train braking control method described above, which will not be described here.

[0155] In an exemplary embodiment, as shown in Figure 5 A train automatic protection system based heavy freight train braking control device is provided, comprising: an instruction determination module 501, a first determination module 502, a second determination module 503, and a train control module 504, wherein:

[0156] The instruction determination module 501 is configured to determine a braking control instruction corresponding to the heavy freight train through the train automatic protection system when the test result of the train automatic protection system carried by the heavy freight train to be controlled is passed; the braking control instruction is one of a normal operation instruction, a train pipe pressure maintaining instruction, and a train pipe pressure reducing instruction corresponding to the heavy freight train.

[0157] The first determination module 502 is configured to determine a brake trigger main channel signal, a brake trigger backup channel signal, a pressure maintaining control main channel signal, and a pressure maintaining control backup channel signal of the train automatic protection system according to the braking control instruction.

[0158] The second determination module 503 is configured to determine a brake trigger signal corresponding to the heavy freight train according to the brake trigger main channel signal and the brake trigger backup channel signal, and determine a pressure maintaining control signal corresponding to the heavy freight train according to the pressure maintaining control main channel signal and the pressure maintaining control backup channel signal.

[0159] The train control module 504 is configured to perform corresponding braking control processing on the heavy freight train according to the brake trigger signal and the pressure maintaining control signal.

[0160] In an exemplary embodiment, the second determination module 503 is further configured to determine that the brake trigger signal corresponding to the heavy freight train is high when at least one of the brake trigger main channel signal and the brake trigger backup channel signal is high; or determine that the brake trigger signal corresponding to the heavy freight train is low when both the brake trigger main channel signal and the brake trigger backup channel signal are low.

[0161] In an example embodiment, the second determining module 503 is further configured to determine that the pressure maintaining control signal corresponding to the heavy haul freight train is high when both the pressure maintaining control main channel signal and the pressure maintaining control backup channel signal are high; or determine that the pressure maintaining control signal corresponding to the heavy haul freight train is low when at least one of the pressure maintaining control main channel signal and the pressure maintaining control backup channel signal is low.

[0162] In an example embodiment, the train control module 504 is further configured to perform pressure increasing processing on the train pipe of the heavy haul freight train when the brake trigger signal is low and the pressure maintaining control signal is high; or maintain the pressure value of the train pipe of the heavy haul freight train when the brake trigger signal is high and the pressure maintaining control signal is high; or perform pressure decreasing processing on the train pipe of the heavy haul freight train when the brake trigger signal is high and the pressure maintaining control signal is low.

[0163] In an example embodiment, the heavy haul freight train brake control device based on the train automatic protection system further comprises a signal acquisition module configured to acquire a first feedback input signal and a second feedback input signal of the train automatic protection system when the brake control instruction is a normal operation instruction corresponding to the heavy haul freight train; the first feedback input signal and the second feedback input signal correspond to different front contacts respectively; the second determining module 503 is further configured to determine the brake trigger signal corresponding to the heavy haul freight train according to the brake trigger main channel signal and the brake trigger backup channel signal, and determine the pressure maintaining control signal corresponding to the heavy haul freight train according to the pressure maintaining control main channel signal and the pressure maintaining control backup channel signal when at least one of the first feedback input signal and the second feedback input signal is high.

[0164] In an example embodiment, the heavy haul freight train brake control device based on the train automatic protection system further comprises an information sending module configured to generate fault information corresponding to the brake control interface of the train automatic protection system when both the first feedback input signal and the second feedback input signal are low, or when the test result of the train automatic protection system carried by the heavy haul freight train is failed; and send the fault information to a target terminal corresponding to the heavy haul freight train.

[0165] The above-mentioned various modules of the heavy haul freight train brake control device based on the train automatic protection system can be realized by software, hardware and combinations thereof, in whole or in part. The above-mentioned various modules can be embedded in or independent of the processor in the computer device in hardware form, or can be stored in the memory in the computer device in software form, so as to be called and executed by the processor to perform the operations corresponding to the above-mentioned various modules.

[0166] In an exemplary embodiment, a computer device is provided, which can be a server, and an internal structure diagram thereof can be as shown in FIG. 1. Figure 6 The computer device includes a processor, a memory, an input / output interface, and a communication interface. The processor, the memory, and the input / output interface are connected through a system bus, and the communication interface is connected to the system bus through the input / output interface. The processor of the computer device is configured to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program, and a database. The internal memory provides an environment for running the operating system and the computer program in the non-volatile storage medium. The database of the computer device is configured to store data such as normal operation instructions, train pipe pressure maintaining instructions, and train pipe pressure reducing instructions. The input / output interface of the computer device is configured to exchange information between the processor and external devices. The communication interface of the computer device is configured to communicate with terminals outside through a network connection. The computer program is executed by the processor to implement a heavy haul freight train braking control method based on a train automatic protection system.

[0167] Those skilled in the art can understand that Figure 6 The structure shown in FIG. 1 is only a block diagram of part of the structure related to the scheme of the present application, and does not constitute a limitation on the computer device to which the scheme of the present application is applied. The specific computer device can include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0168] In an exemplary embodiment, a computer device is provided, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the steps in the above method embodiments.

[0169] In an exemplary embodiment, a computer readable storage medium is provided, which stores a computer program. The computer program is executed by a processor to implement the steps in the above method embodiments.

[0170] In an exemplary embodiment, a computer program product is provided, which includes a computer program. The computer program is executed by a processor to implement the steps in the above method embodiments.

[0171] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer readable storage medium, and when the computer program is executed, the processes of the above-mentioned embodiments of the methods can be included. Any reference to memory, database or other medium used in the embodiments provided in the present application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical storage, high-density embedded non-volatile memory, resistive memory (ReRAM), magnetoresistive random access memory (MRAM), ferroelectric memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. As an illustration but not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM), etc. The database involved in the embodiments provided in the present application can include at least one of a relational database and a non-relational database. The non-relational database can include a distributed database based on a block chain, etc., without being limited thereto. The processor involved in the embodiments provided in the present application can be a general-purpose processor, a central processing unit, a graphics processing unit, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, etc., without being limited thereto.

[0172] Any combination of the technical features of the above embodiments can be made. In order to make the description simple, all possible combinations of the technical features in the above embodiments are not described, however, as long as the combination of the technical features does not exist, it should be considered as the scope of the present application.

[0173] The above embodiments only express several implementation manners of the present application, and the description is more specific and detailed, but it should not be understood as a limitation on the scope of the patent of the present application. It should be pointed out that for ordinary skilled in the art, without departing from the concept of the present application, a number of modifications and improvements can be made, which are all within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the appended claims.

Claims

1. A braking control method for heavy-haul freight trains based on an automatic train protection system, characterized in that, The method includes: If the test result of the automatic train protection system on the heavy-haul freight train to be controlled is passed, the automatic train protection system determines the braking control command corresponding to the heavy-haul freight train; the braking control command is one of the normal operation command, train pipe pressure maintenance command, and train pipe pressure reduction command corresponding to the heavy-haul freight train. Based on the braking control command, the braking trigger main channel signal, braking trigger backup channel signal, pressure holding control main channel signal, and pressure holding control backup channel signal of the train automatic protection system are determined. Based on the braking trigger main channel signal and the braking trigger backup channel signal, the braking trigger signal corresponding to the heavy-haul freight train is determined; based on the pressure holding control main channel signal and the pressure holding control backup channel signal, the pressure holding control signal corresponding to the heavy-haul freight train is determined. Based on the braking trigger signal and the pressure holding control signal, the heavy-haul freight train is subjected to corresponding braking control processing.

2. The method according to claim 1, characterized in that, The step of determining the braking trigger signal corresponding to the heavy-haul freight train based on the braking trigger main channel signal and the braking trigger backup channel signal includes: If at least one of the braking trigger main channel signal and the braking trigger backup channel signal is high, the braking trigger signal corresponding to the heavy-haul freight train is determined to be high. or, When both the main braking trigger signal and the backup braking trigger signal are at a low level, the braking trigger signal corresponding to the heavy-haul freight train is determined to be at a low level.

3. The method according to claim 1, characterized in that, The step of determining the pressure-holding control signal corresponding to the heavy-haul freight train based on the main pressure-holding control signal and the backup pressure-holding control signal includes: When both the main pressure-holding control signal and the backup pressure-holding control signal are at a high level, the pressure-holding control signal corresponding to the heavy-haul freight train is determined to be at a high level. or, If at least one of the pressure-holding control main channel signal and the pressure-holding control backup channel signal is low, the pressure-holding control signal corresponding to the heavy-haul freight train is determined to be low.

4. The method according to claim 1, characterized in that, The step of performing corresponding braking control processing on the heavy-haul freight train based on the braking trigger signal and the pressure holding control signal includes: When the braking trigger signal is low and the pressure holding control signal is high, the train pipe of the heavy-haul freight train is pressurized. or, When the braking trigger signal is high and the pressure holding control signal is high, the pressure value of the train pipe of the heavy-haul freight train is maintained. or, When the braking trigger signal is high and the pressure holding control signal is low, the train pipe of the heavy-haul freight train is subjected to pressure reduction treatment.

5. The method according to any one of claims 1 to 4, characterized in that, Before determining the braking trigger signal corresponding to the heavy-haul freight train based on the braking trigger main channel signal and the braking trigger backup channel signal, and before determining the pressure holding control signal corresponding to the heavy-haul freight train based on the pressure holding control main channel signal and the pressure holding control backup channel signal, the process further includes: When the braking control command is the normal operation command corresponding to the heavy-haul freight train, the first feedback input signal and the second feedback input signal of the train automatic protection system are acquired; the first feedback input signal and the second feedback input signal correspond to different front contacts. The step of determining the braking trigger signal corresponding to the heavy-haul freight train based on the braking trigger main channel signal and the braking trigger backup channel signal, and determining the pressure holding control signal corresponding to the heavy-haul freight train based on the pressure holding control main channel signal and the pressure holding control backup channel signal, includes: When at least one of the first feedback input signal and the second feedback input signal is high, the braking trigger signal corresponding to the heavy-haul freight train is determined according to the braking trigger main channel signal and the braking trigger backup channel signal, and the pressure holding control signal corresponding to the heavy-haul freight train is determined according to the pressure holding control main channel signal and the pressure holding control backup channel signal.

6. The method according to claim 5, characterized in that, The method further includes: When both the first feedback input signal and the second feedback input signal are at a low level, or when the test result of the automatic train protection system carried by the heavy-haul freight train is a failure, fault information corresponding to the braking control interface of the automatic train protection system is generated. The fault information is sent to the target terminal corresponding to the heavy-haul freight train.

7. A braking control device for heavy-haul freight trains based on an automatic train protection system, characterized in that, The device includes: The instruction determination module is used to determine the braking control instruction corresponding to the heavy-haul freight train through the automatic train protection system when the test result of the automatic train protection system on the heavy-haul freight train to be controlled is passed; the braking control instruction is one of the normal operation instruction, train pipe pressure maintenance instruction and train pipe pressure reduction instruction corresponding to the heavy-haul freight train. The first determining module is used to determine the braking trigger main channel signal, braking trigger backup channel signal, pressure holding control main channel signal, and pressure holding control backup channel signal of the train automatic protection system according to the braking control command. The second determining module is used to determine the braking trigger signal corresponding to the heavy-haul freight train based on the braking trigger main channel signal and the braking trigger backup channel signal, and to determine the pressure holding control signal corresponding to the heavy-haul freight train based on the pressure holding control main channel signal and the pressure holding control backup channel signal. The train control module is used to perform corresponding braking control processing on the heavy-haul freight train according to the braking trigger signal and the pressure holding control signal.

8. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 6.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 6.

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