A test drive vehicle

Abstract

The present invention discloses a test drive vehicle, which serves as a rail traction vehicle to tow a test vehicle to run and complete a collision test. The test drive vehicle is provided with a first on-board network control system, an on-board wireless reconnection unit and a beacon reading device. During the test, the first on-board network control system identifies the ground beacon set on the sleeper through the beacon reading device to determine the current position of the test drive vehicle, and sends a signal to the ground control console through the on-board wireless reconnection unit. The test drive vehicle receives the traction, braking or uncoupling operation instructions sent by the ground control console, and performs a collision test through remote control of the ground control console. The present invention can solve the technical problems that the existing line collision test method must complete a series of control processes of rail train collision tests such as dynamic uncoupling on the test vehicle, cannot realize remote control of the experimental process, and has poor test safety and stability.

Description

Technical Field

[0001] The invention relates to the technical field of rail vehicles, and in particular to a test drive vehicle used in a rail vehicle line collision test. Background Art

[0002] In the existing rail vehicle collision test, the test vehicle is driven and accelerated by a real self-powered locomotive as a driving device on a fixed track. For example, the locomotive pushes the test vehicle to accelerate at the rear of the test vehicle. As the locomotive gradually accelerates, the test vehicle it pushes reaches the preset speed required for the collision test, and the locomotive stops accelerating and brakes. The test vehicle slides forward on the track without the driving force of the rear locomotive, and then collides with the detection device. The detection device can obtain relevant data of the test vehicle, including the body concave and twisted posture and impact force. In this detection process, the real locomotive is used as a power source for driving. Since the locomotive needs to be manually operated, the operator has a lag in the operation of the train after receiving information such as speed. At the same time, the design function of the locomotive itself is to drag passenger cars or freight cars for normal operation. Therefore, the system response sensitivity of the locomotive to the operation of acceleration, deceleration or braking is low, and its acceleration and braking processes cannot react sensitively at important time and speed nodes, and it is difficult to achieve accurate conversion control in a short control window period. Therefore, in the prior art, the rail vehicle collision test performed using a real rail vehicle including a locomotive as a power source has low speed accuracy, and thus cannot accurately obtain test data.

[0003] At present, the collision tests of urban rail vehicles are mainly carried out by using diesel locomotives as the power source to pull the test vehicles. The line collision tests of urban rail vehicles are mainly completed by manual experience on the vehicle. Due to various reasons, the test may fail, which will cause safety hazards to the people on the vehicle. At the same time, the exhaust gas emitted by the diesel locomotive poses a threat to the personal safety of the test personnel, and there are also great risks in the test process.

[0004] In the prior art, the following technical solutions are mainly related to the present invention:

[0005] Solution 1 is a Chinese invention application "A Rail Train Collision Test System" filed by CRRC Zhuzhou Electric Locomotive Co., Ltd. on September 28, 2016 and published on December 7, 2016, with publication number CN106198067A. The invention application discloses a rail train collision test system, in which the power car of the test train is provided with a rail wheel drive device and a rubber wheel wheel drive device that can be switched with each other, and a functional area is provided on the test track, and the functional area includes a speed detection area and a decoupling area; the rail train collision test system also includes: a collision controller, including a position confirmer for confirming the position of the test train on the test track, and a judger for judging whether the current speed of the test train meets the preset conditions; the test train is provided with a central controller that is connected to the collision controller in communication, and the central controller includes a speed acquirer that sends the speed of the test train to the collision controller in real time, a decoupling controller that controls the power car of the test train and the decoupling operation between the power car, and a drive wheel switcher that controls the power car to switch the drive. The technical problems of low success rate of rail train collision test and easy cost waste in the prior art are solved.

[0006] Solution 2 is a Chinese invention application filed by CRRC Zhuzhou Electric Locomotive Co., Ltd. on September 28, 2016, and published on February 22, 2017, with the publication number CN106441955A, entitled "A Rail Train Collision Test Method and System". The invention application discloses a rail train collision test method and system, the test method comprising: obtaining the current speed of the test train in the speed maintenance section on the acceleration track; judging whether the current speed of the test train meets the preset speed condition, if yes, maintaining the current speed until step three; if not, the test train performs braking; when the test train reaches the decoupling section on the acceleration track, the decoupling action is performed, and the power car in the test train turns and leaves; the unpowered car in the test train enters the sliding section and drives towards the collision test wall. By performing speed detection before the uncoupling operation, the vehicle speed is accurately determined, and the power car enters the curve and turns to avoid the collision test wall in time. This design makes the distance between the train uncoupling position and the collision test wall closer, and the corresponding free sliding distance of the train is reduced, which reduces the possibility of train speed changes and makes the speed of the train at the time of collision more accurate.

[0007] Solution 3 is a Chinese invention application filed by CRRC Zhuzhou Electric Locomotive Co., Ltd. on September 28, 2016, and published on December 7, 2016, with the publication number CN106198066A, entitled "A Rail Train Collision Test Method and System". The invention application discloses a rail train collision test method and system, which includes: obtaining the current speed of the test train in a designated area on the acceleration track; judging whether the current speed of the test train meets the preset speed condition, if yes, performing the decoupling action; if not, the test train does not perform the decoupling action and continues to move forward; when the test train performs the decoupling action, the power car enters the curved track to turn, and the non-powered car enters the sliding collision track and drives towards the collision test wall; when the test train does not perform the decoupling action, the power car drives the non-powered car to enter the curved track to turn. By using this method of turning on curved tracks, the controllable running distance of the test train driven by the power vehicle can be increased, and the uncontrollable deceleration distance of the test train after uncoupling can be reduced, which reduces the possibility of errors in the collision speed and makes the test results more accurate.

[0008] Solution 4 is a Chinese invention application filed by CSR Qingdao Sifang Locomotive and Rolling Stock Co., Ltd. on November 10, 2014 and published on February 18, 2015, with the publication number CN104359642A, entitled "A Rail Vehicle Collision Test Bench and Rail Vehicle Collision Test Method". This invention application discloses a rail vehicle collision test bench and a rail vehicle collision test method. Through the application of a drive motor, a brake motor, a detector and a controller, the rail transit vehicle collision test process can realize automatic monitoring of speed, acceleration and braking, especially the setting of the brake motor, which can accurately achieve braking and deceleration when it is necessary to stop acceleration. In the prior art, in the rail transit vehicle collision test, the test personnel control the actual locomotive to speed up the test vehicle. The manual operation mode lags the speed data reception reaction and locomotive operation. At the same time, the actual locomotive's system response sensitivity to speeding up and stopping does not meet the test accuracy requirements. Compared with the prior art, this invention significantly improves the accuracy of the test vehicle speed control in the rail transit vehicle collision test. In addition, it avoids the long test track required for locomotive acceleration and saves test space.

[0009] However, the above-mentioned existing technical solutions 1-4 all complete the control process of a series of rail train collision tests such as dynamic uncoupling on the test vehicle, and cannot realize remote automatic control of the rail train to complete the collision test process. Therefore, a test drive vehicle with remote control function is needed to complete the line collision test and ensure that the entire test can be completed smoothly. Summary of the invention

[0010] In view of this, the purpose of the present invention is to provide a test drive vehicle to solve the technical problems that the existing line collision test method must complete the control process of a series of rail train collision tests such as dynamic uncoupling on the test vehicle, cannot achieve remote control of the experimental process, and has poor test safety and stability.

[0011] In order to achieve the above-mentioned invention object, the present invention specifically provides a technical implementation scheme of a test drive vehicle, which acts as a rail traction vehicle to tow the test vehicle to run and complete the collision test. The test drive vehicle is provided with a first on-board network control system, an on-board wireless reconnection unit and a beacon reading device. During the test, the first on-board network control system identifies the ground beacon set on the sleeper through the beacon reading device to determine the current position of the test drive vehicle, and sends a signal to the ground control console through the on-board wireless reconnection unit. The test drive vehicle receives the traction, braking or unhooking operation instructions sent by the ground control console, and performs the collision test through the remote control of the ground control console.

[0012] Furthermore, a first coupler is provided at one end of the test drive vehicle along the running direction, and the test drive vehicle is connected to the test vehicle through the first coupler. The first coupler adopts a close-connected coupler with an automatic uncoupling function, and the test drive vehicle realizes the coupling and uncoupling operation with the test vehicle through the first coupler. When the test drive vehicle reaches the uncoupling point, the beacon reading device detects the ground beacon and sends a signal to the first on-board network control system, the first on-board network control system sends an uncoupling command, and the first coupler performs the uncoupling action. When the first on-board network control system obtains the uncoupling in place signal of the first coupler, it sends a braking command, the test drive vehicle performs the braking operation, the test vehicle coasts and separates from the test drive vehicle, and the automatic uncoupling is completed.

[0013] Furthermore, the test driving vehicle is provided with a driver's cab, the driver's cab is provided with a first driver's console, the first vehicle-mounted network control system and the vehicle-mounted wireless reconnection unit are provided on the first driver's console. The test driving vehicle is also provided with a first radio module and a second radio module, and the vehicle-mounted wireless reconnection unit realizes wireless transmission and reception of data through the first radio module and the second radio module.

[0014] Furthermore, the driver's cab is also provided with a second driver's console, and the second driver's console is provided with a second vehicle-mounted network control system. The first driver's console and the second driver's console are respectively used to control the test drive vehicle to move forward or backward. The beacon reading device includes a first beacon reading device and a second beacon reading device, the first beacon reading device is connected to the first vehicle-mounted network control system, and the second beacon reading device is connected to the second vehicle-mounted network control system. When the first beacon reading device or the second beacon reading device coincides with the position of the ground beacon, the first beacon reading device or the second beacon reading device identifies a fixed-point signal, and the fixed-point signal is sent to the first vehicle-mounted network control system or the second vehicle-mounted network control system, and then the first vehicle-mounted network control system or the second vehicle-mounted network control system sends it to the ground control console through the vehicle-mounted wireless reconnection unit, the first radio module and the second radio module.

[0015] Furthermore, the first vehicle network control system includes a first communication interface module and a gateway module, and the second vehicle network control system includes a second communication interface module. When the test drive vehicle passes by the ground beacon, the first beacon reading device identifies the fixed-point signal and sends it to the MVB network through the first communication interface module, or the second beacon reading device identifies the fixed-point signal and sends it to the MVB network through the second communication interface module, and then the gateway module performs decoupling, conventional braking or emergency braking control in combination with the traction mode or travel direction of the test drive vehicle.

[0016] Furthermore, when the test vehicle starts to perform a collision test, the test driving vehicle is connected to the test vehicle through the first coupler, and the test driving vehicle pushes the test vehicle to start and accelerate. When the running speed of the test driving vehicle and the test vehicle reaches the specified test speed, the test driving vehicle and the test vehicle maintain a constant speed for a period of time. When the test vehicle reaches the uncoupling point corresponding to the ground beacon, the beacon reading device detects the position of the ground beacon and sends a fixed-point signal to the ground control console. After receiving the fixed-point signal, the ground control console sends an uncoupling instruction to the test driving vehicle, and the uncoupling cylinder of the first coupler is activated to open the first coupler. At the same time, the test driving vehicle starts braking, the test driving vehicle is separated from the test vehicle, and the test vehicle coasts until it reaches the collision point to complete the collision test. The test driving vehicle gradually decelerates until it stops. If the test driving vehicle cannot be remotely controlled to brake due to a signal system failure during the test, when the test driving vehicle reaches the emergency braking point corresponding to the ground trigger device, the emergency brake trigger device performs mechanical braking to brake the test driving vehicle and the test vehicle.

[0017] Furthermore, an emergency brake trigger device is provided at the bottom of the test drive vehicle, and the emergency brake trigger device includes a push rod, a valve core and an exhaust valve. When the push rod touches and passes through the ground trigger device provided at the emergency brake point on the line, the push rod swings a certain angle, thereby driving the valve core to move, and connecting the train pipe with the atmosphere through the exhaust valve, and the train pipe is exhausted to achieve emergency braking of the test drive vehicle in the event of a signal system failure.

[0018] Furthermore, the test drive vehicle also includes: a frame, a vehicle body arranged above the frame, bogies respectively arranged at the front and rear ends of the test drive vehicle below the frame along the running direction, and under-vehicle equipment arranged below the frame and located between the two bogies. The vehicle body includes a driver's cab respectively arranged at the middle position above the frame along the running direction of the test drive vehicle, and a first electrical room and a second electrical room respectively arranged at the front and rear sides of the driver's cab. The first electrical room is provided with a brake cabinet and a traction battery box, and the traction battery is arranged in the traction battery box. The test drive vehicle uses the traction battery as a power source to provide power and electricity for the entire vehicle, and can meet the single test or single traction rescue needs of the test drive vehicle. The second electrical room is provided with a low-voltage cabinet and an auxiliary inverter.

[0019] Furthermore, the test drive vehicle is also provided with a brake control unit and a central control unit, and the low-voltage cabinet is provided with a fourth digital input and output module. In the wireless reconnection control mode, after the on-board wireless reconnection unit receives the data sent by the ground wireless reconnection unit, it directly sends the small gate target value to the brake control unit through the MVB bus to control the small gate to perform conventional braking. When the uncoupling control is performed, the ground control console detects the uncoupling signal and forwards it to the first on-board network control system through the ground wireless reconnection unit, and after the central control unit performs logical judgment, the corresponding relay action is controlled by the fourth digital input and output module to realize the control of the uncoupling valve of the first coupler.

[0020] Furthermore, the test drive vehicle also includes a traction motor located under the vehicle frame, and the under-vehicle equipment includes a chopper resistor, a high-voltage box, a reactor, a traction inverter and an auxiliary power supply. The electric energy output by the traction battery passes through the distribution box, the high-voltage box, the reactor and the traction inverter in sequence to provide a power source for the traction motor. The chopper resistor is connected to the connection point between the reactor and the traction inverter, and the chopper resistor consumes the electric energy fed back during the speed regulation of the traction motor in the form of heat. The auxiliary power supply converts the DC voltage output by the high-voltage box into AC voltage and supplies power to the auxiliary load of the entire vehicle of the test drive vehicle.

[0021] By implementing the technical solution of the test drive vehicle provided by the present invention, the following beneficial effects are achieved:

[0022] (1) The test driving vehicle of the present invention has an automatic uncoupling function, which can realize remote control of the line collision test to prevent personal injury during the test and fully ensure the speed requirements of the test process;

[0023] (2) The emergency brake mechanical triggering device of the test driving vehicle of the present invention can be used as another set of braking protection means. When the vehicle network control system fails or the wireless reconnection system fails, the safety of the vehicle can be guaranteed and unnecessary losses can be reduced even if the test is not completed;

[0024] (3) The test drive vehicle of the present invention has a front driver control console and a rear driver control console in the driver's cab. The front driver control console and the rear driver control console are each provided with a vehicle network control system. The test drive vehicle is provided with two sets of radio modules and two sets of beacon reading devices, thereby maximizing the system redundancy and improving the working reliability. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the prior art descriptions. Obviously, the drawings described below are only some embodiments of the present invention, and for ordinary technicians in this field, other embodiments can be obtained based on these drawings without creative work.

[0026] Figure 1 It is a schematic diagram of the structure of a specific embodiment of the intelligent driving system for line collision test applied to the test driving vehicle of the present invention;

[0027] Figure 2 It is a structural schematic diagram of a specific embodiment of the test drive vehicle of the present invention;

[0028] Figure 3 It is a principle block diagram of the whole vehicle electrical system of a specific embodiment of the test drive vehicle of the present invention;

[0029] Figure 4 It is a topological structure diagram of a network control system of a specific embodiment of the test drive vehicle of the present invention;

[0030] Figure 5 It is a topological structure diagram of a wireless reconnection system in a specific embodiment of a line collision test intelligent drive system used in a test drive vehicle of the present invention;

[0031] Figure 6 It is a topological structure diagram of a ground signal system in a specific embodiment of a line collision test intelligent drive system used in a test drive vehicle of the present invention;

[0032] Figure 7It is a schematic diagram of the principle of the test process of a specific embodiment of the test drive vehicle of the present invention;

[0033] Figure 8 yes Figure 7 A schematic diagram of a local enlarged structure;

[0034] Fig. 9 It is a schematic diagram of the installation structure of an emergency brake triggering device in a specific embodiment of the test drive vehicle of the present invention;

[0035] Fig.10 It is a structural schematic diagram of an emergency brake triggering device in a specific embodiment of a test drive vehicle of the present invention;

[0036] Fig.11 It is a structural schematic diagram of an emergency brake triggering device in another state in a specific embodiment of a test drive vehicle of the present invention;

[0037] Fig.12 It is a partial structural schematic diagram of an emergency brake triggering device in a specific embodiment of a test drive vehicle of the present invention;

[0038] In the figure: 1-test driving vehicle, 2-signal relay device, 3-ground control room, 4-antenna, 5-ground beacon, 6-first coupler, 7-second coupler, 8-track, 9-line end, 10-driver's cab, 11-first electrical room, 12-second electrical room, 13-first driver's console, 131-first vehicle network control system, 132-first communication interface module, 133-first gateway module, 134-first digital input and output module, 14-second driver's console, 141-second vehicle network control system, 142-vehicle wireless reconnection unit, 143-second communication interface module, 144-second digital input and output module, 15-beacon reading device, 151-first beacon reading device, 152-second beacon reading device, 16- Emergency brake trigger device, 161-push rod, 162-valve core, 163-exhaust valve, 164-train pipe, 17-bogie, 18-undercarriage equipment, 19-brake cabinet, 100-, 110-traction battery box, 111-low-voltage cabinet, 112-auxiliary inverter, 113-first radio module, 114-second radio module, 115-fourth digital input and output module, 20-ground trigger device, 30-test vehicle, 31-display screen, 32-ground control console, 33-third radio module, 34-fourth radio module, 321-ground network control system, 322-ground wireless reconnection unit, 323-third communication interface module, 324-third digital input and output module, 40-rigid wall, 50-frame, 60-sleeper. DETAILED DESCRIPTION

[0039] For the purpose of reference and clarity, the technical terms, abbreviations or abbreviations used below are recorded as follows:

[0040] MVB: Multifunction Vehicle Bus, short for multifunction vehicle bus;

[0041] RDTE: short for radio module;

[0042] RFID: short for radio frequency positioning module;

[0043] BMS: short for battery management system;

[0044] SIV: Short for auxiliary inverter;

[0045] DCU: Abbreviation for traction control unit, mainly used to realize logical control of the drive vehicle, traction characteristics setting and constant power control, etc.

[0046] BCU: short for brake control unit;

[0047] DXMe: short for digital input and output module, used to realize digital quantity acquisition and digital quantity output;

[0048] DIMe: Short for digital input module, used to collect switch quantities (such as switch input, relay status, etc.);

[0049] AXMe: short for analog input and output module, used to realize analog quantity acquisition and analog quantity output;

[0050] RCMe: short for communication interface module;

[0051] EDRM: Short for Event Recording Module, used to store key data of the trip;

[0052] EGWM: short for gateway module;

[0053] DM: short for display module;

[0054] OCE: Short for OCE.

[0055] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0056] As attached Figure 1 To Attachment Fig.12As shown, a specific embodiment of the test drive vehicle of the present invention is given, and the present invention is further described below in conjunction with the drawings and specific embodiments.

[0057] Example 1

[0058] As attached Figure 1 As shown in FIG. 1 , a specific embodiment of the test driving vehicle of the present invention is used as a rail tractor to tow the test vehicle 30 to run and complete the collision test, and can realize remote control, automatic driving and automatic uncoupling. The test driving vehicle 1 is provided with a first vehicle-mounted network control system 131, a vehicle-mounted wireless reconnection unit 142 and a beacon reading device 15, as shown in FIG. Figure 5 During the test, the first on-board network control system 131 identifies the ground beacon 5 set on the sleeper 60 through the beacon reading device 15 to determine the current position of the test drive vehicle 1, and sends a signal to the ground control console 32 through the on-board wireless reconnection unit 142. The test drive vehicle 1 receives the traction, braking or unhooking operation instructions sent by the ground control console 32, and performs the collision test through the remote control of the ground control console 32.

[0059] Test drive vehicle 1 along the running direction (such as the attached Figure 2 A first coupler 6 is provided at one end of the test drive vehicle 1 (in the direction shown by L in the figure), and the test drive vehicle 1 is connected to the test vehicle 30 through the first coupler 6. The first coupler 6 adopts a close-fitting coupler with an automatic uncoupling function (for the coupler buffer devices of high-speed trains, urban subways and light rail vehicles, a close-fitting coupler that can achieve automatic connection simultaneously with both mechanical air circuits and electric circuits is often adopted. This type of coupler is a rigid automatic coupler, which requires that after the two hooks are connected, there is no up and down and left and right movement between them, and the longitudinal gap is also limited to a very small range to achieve automatic connection of the train). The test drive vehicle 1 realizes the connection and uncoupling operation with the test vehicle 30 through the first coupler 6. When the test drive vehicle 1 reaches the uncoupling point, the beacon reading device 15 detects the ground beacon 5 and sends a signal to the first on-board network control system 131. The first on-board network control system 131 sends an uncoupling instruction, and the first coupler 6 performs the uncoupling action. When the first vehicle-mounted network control system 131 obtains the unhooking signal of the first coupler 6 and sends a braking command, the test drive vehicle 1 performs a braking operation, the test vehicle 30 coasts and separates from the test drive vehicle 1, and the automatic unhooking is completed.

[0060] A second coupler 7 is provided at the other end of the test drive vehicle 1 along the traveling direction. The second coupler 7 is an ordinary coupler (an ordinary coupler is a vehicle component used to realize the connection between a locomotive and a vehicle or between vehicles, to transmit traction and impact force, and to keep a certain distance between vehicles, such as 13#, 15# couplers, etc.). The test drive vehicle 1 is connected to other non-test vehicles through the first coupler 6.

[0061] As attached Figure 2 As shown, the test driving vehicle 1 is provided with a driver's cab 10, the driver's cab 10 is provided with a first driver's console 13, and a first vehicle-mounted network control system 131 and a vehicle-mounted wireless reconnection unit 142 are provided on the first driver's console 13. The test driving vehicle 1 is also provided with a first radio module 113 and a second radio module 114, and the vehicle-mounted wireless reconnection unit 142 realizes wireless transmission and reception of data through the first radio module 113 and the second radio module 114.

[0062] The driver's cab 10 is also provided with a second driver's console 14, and the second driver's console 14 is provided with a second vehicle network control system 141. The first driver's console 13 and the second driver's console 14 are respectively used to control the test drive vehicle 1 to run forward or backward. The beacon reading device 15 includes a first beacon reading device 151 and a second beacon reading device 152, the first beacon reading device 151 is connected to the first vehicle network control system 131, and the second beacon reading device 152 is connected to the second vehicle network control system 141. When the first beacon reading device 151 or the second beacon reading device 152 coincides with the position of the ground beacon 5, the first beacon reading device 151 or the second beacon reading device 152 identifies a fixed point signal, and the fixed point signal is sent to the first vehicle network control system 131 or the second vehicle network control system 141, and then sent to the ground control console 32 by the first vehicle network control system 131 or the second vehicle network control system 141 through the vehicle wireless reconnection unit 142, the first radio module 113 and the second radio module 114.

[0063] The test drive vehicle 1 further includes: a vehicle frame 50, a vehicle body disposed above the vehicle frame 50, bogies 17 disposed below the vehicle frame 50 at the front and rear ends along the running direction of the test drive vehicle 1, and undercarriage equipment 18 disposed below the vehicle frame 50 and located between the two bogies 17. The vehicle body includes a driver's cab 10 disposed at the middle position above the vehicle frame 50 along the running direction of the test drive vehicle 1, and a first electrical room 11 and a second electrical room 12 disposed at the front and rear sides of the driver's cab 10, respectively. The first electrical room 11 is provided with a brake cabinet 19 and a traction battery box 110, and the traction battery is disposed in the traction battery box 110. The test drive vehicle 1 uses the traction battery as a power source to provide power and electricity for the entire vehicle, and can meet the single test or single traction rescue requirements of the test drive vehicle 1. The second electrical room 12 is provided with a low-voltage cabinet 111 and an auxiliary inverter 112.

[0064] The test drive vehicle 1 also includes a traction motor located below the vehicle frame 50, and the under-vehicle equipment 18 includes a chopper resistor, a high-voltage box, a reactor, a traction inverter and an auxiliary power supply. Figure 3As shown, the electric energy output by the traction battery is successively transmitted through the distribution box, high-voltage box, and reactor to the traction inverter and the auxiliary inverter. The traction inverter converts the input DC voltage into voltage and frequency adjustable AC to drive the traction motor. The chopper resistor is connected to the connection point between the reactor and the traction inverter. The chopper resistor consumes the electric energy fed back during the speed regulation of the traction motor in the form of heat. The auxiliary power supply (including the auxiliary inverter, the auxiliary transformer, and the auxiliary filter) converts the DC voltage output by the high-voltage box into 380V / 220V / 50Hz AC voltage and supplies power to the auxiliary load of the whole vehicle of the test drive vehicle 1. The line collision test has very high requirements on the speed accuracy of the test drive vehicle 1. In order to ensure the accuracy of the test, the test drive vehicle 1 and the test vehicle 30 need to maintain constant speed operation, and the speed error does not exceed 1km / h. The intelligent drive system collects the speed signal of the traction motor to feedback control the output of the traction inverter and intervene in the chopper resistor to ensure the constant speed operation of the test drive vehicle 1 and the test vehicle 30.

[0065] When the test vehicle 30 starts the collision test, the test drive vehicle 1 is connected to the test vehicle 30 through the first coupler 6 (close-fit coupler), and the test drive vehicle 1 pushes the test vehicle 30 to start and accelerate. When the running speed of the test drive vehicle 1 and the test vehicle 30 reaches the specified test speed, the test drive vehicle 1 and the test vehicle 30 maintain a constant speed for a period of time. When the test vehicle 30 reaches the uncoupling point corresponding to the ground beacon 5, the beacon reading device 15 detects the position of the ground beacon 5 and sends a fixed-point signal to the ground control console 32. After receiving the fixed-point signal, the ground control console 32 sends an uncoupling instruction to the test drive vehicle 1, and the uncoupling cylinder of the first coupler 6 is activated to open the first coupler 6. At the same time, the test drive vehicle 1 starts braking, and the test drive vehicle 1 is separated from the test vehicle 30, and the test vehicle 30 coasts until it reaches the collision point to complete the collision test. The test drive vehicle 1 gradually decelerates until it stops. If the test drive vehicle 1 cannot be remotely controlled to brake due to a signal system failure during the test, when the test drive vehicle 1 reaches the emergency braking point corresponding to the ground trigger device 20, the emergency brake trigger device 16 performs mechanical braking to brake the test drive vehicle 1 and the test vehicle 30.

[0066] An emergency brake trigger device 16 is provided at the bottom of the test drive vehicle 1, and the emergency brake trigger device 16 includes a push rod 161, a valve core 162 and an exhaust valve 163. When the push rod 161 touches and passes through the ground trigger device 20 provided at the emergency brake point on the line, the push rod 161 swings a certain angle, thereby driving the valve core 162 to move, and connects the train pipe 164 to the atmosphere through the exhaust valve 163, and the train pipe 164 is exhausted to achieve emergency braking of the test drive vehicle 1 in the event of a signal system failure.

[0067] As attached Figure 4As shown, the intelligent drive system also includes a low-voltage cabinet 111, a brake control unit BCU and a central control unit CCU arranged on the test drive vehicle 1. The low-voltage cabinet 111 is provided with a fourth digital quantity input and output module 115 (i.e., DXMe41, DXMe42, DXMe43 or DXMe44). In the wireless reconnection control mode, after the on-board wireless reconnection unit 142 receives the data sent by the ground wireless reconnection unit 322, it directly sends the small gate target value to the brake control unit BCU through the MVB bus to control the small gate to perform conventional braking. When the uncoupling control is performed, the ground control console 32 detects the uncoupling signal and forwards it to the first on-board network control system 131 through the ground wireless reconnection unit 322. After the central control unit CCU performs logical judgment, the corresponding relay action is controlled by the fourth digital quantity input and output module 115 to realize the uncoupling valve control of the first coupler 6.

[0068] As attached Figure 6 As shown, the first vehicle network control system 131 includes a first communication interface module 132 (i.e., RCMe1) and a gateway module 133 (i.e., EGWM1), and the second vehicle network control system 141 includes a second communication interface module 143 (i.e., RCMe2). When the test drive vehicle 1 passes through the ground beacon 5, the first beacon reading device 151 identifies the fixed-point signal and sends it to the MVB network through the first communication interface module 132, or the second beacon reading device 152 identifies the fixed-point signal and sends it to the MVB network through the second communication interface module 143, and then the gateway module 133 performs decoupling, conventional braking, or emergency braking control in combination with the traction mode or travel direction of the test drive vehicle 1.

[0069] The test drive vehicle 1 described in Example 1 is a drive control vehicle powered by a battery or other new energy system, and the maximum speed of a single vehicle is 80 km / h. In the straight road test, the test drive vehicle 1 can tow a 60-ton test vehicle 30 (pushing it forward) to complete the collision test at different speeds. It has the ability to maintain a constant speed at 3 to 66 km / h. At 3 to 36 km / h, the speed control accuracy is ±0.5 km / h, and at 37 to 66 km / h, the speed control accuracy is ±1 km / h. When the test drive vehicle 1 tows the test vehicle 30 to reach the specified test speed, the test drive vehicle 1 implements the unhooking action, and the test vehicle 30 coasts until the collision point to complete the test. The test drive vehicle 1 has two modes of ground remote control and in-vehicle manual (automatic) control. The driver's console in the driver's cab 10 and the remote ground control console 32 can both be operated and controlled, and the control of both parties is interlocked during operation. The test drive vehicle 1 adopts a middle single driver's cab structure, and the driver's cab is equipped with two driver's consoles. Two-way operation can be achieved in the manual control mode. The test driving vehicle 1 is equipped with an automatic uncoupling device (i.e., the first coupler 6), which has three modes: fully automatic uncoupling, in-vehicle controlled uncoupling, and ground controlled uncoupling. The automatic uncoupling is safer and more reliable, and has the advantages of high reliability and convenient maintenance. The test driving vehicle 1 can be remotely controlled to perform collision tests, and can also be manually controlled on the vehicle to tow other vehicles.

[0070] Example 2

[0071] As attached Figure 1 and attached Figure 5 As shown, an embodiment of an intelligent driving system based on the test drive vehicle described in Example 1 specifically includes: a test drive vehicle 1 and a ground control room 3. The test drive vehicle 1 acts as a rail traction vehicle to tow the test vehicle 30 to run and complete the collision test. The test drive vehicle 1 is provided with a first on-board network control system 131, an on-board wireless reconnection unit 142 (i.e., RCMe1) and a beacon reading device 15. During the test, the first on-board network control system 131 identifies the ground beacon 5 set on the sleeper 60 through the beacon reading device 15 to determine the current position of the test drive vehicle 1, and sends a signal to the ground control console 32 of the ground control room 3 through the on-board wireless reconnection unit 142. The ground control console 32 is provided with a ground network control system 321 and a ground wireless reconnection unit 322. The ground network control system 321 can send traction, braking or unhooking operation instructions to the test drive vehicle 1 through the ground wireless reconnection unit 322 to remotely control the test drive vehicle 1 to perform a collision test. The intelligent driving system may further include a signal relay device 2, which is arranged between the test driving vehicle 1 and the ground control room 3 and is used to reinforce the corresponding frequency band signal transmitted between the test driving vehicle 1 and the ground control room 3.

[0072] The intelligent driving system is mainly composed of a test driving vehicle 1, a signal relay device 2, a ground signal system (i.e., a ground beacon 5 set on the sleeper 60), a ground control room 3 and a ground charger. The test driving vehicle 1 is used as a traction vehicle for the collision test. The ground beacon 5 can identify the real-time position of the test driving vehicle 1. The test driving vehicle 1 sends the position information to the ground control room 3, and the ground control room 3 completes the next action according to the feedback information. The ground charger can charge the power battery of the test driving vehicle 1 to meet the test requirements of each test.

[0073] A first coupler 6 is provided at one end of the test drive vehicle 1 along the running direction, and the test drive vehicle 1 is connected to the test vehicle 30 through the first coupler 6. The first coupler 6 adopts a close-fitting coupler with an automatic uncoupling function, and the test drive vehicle 1 realizes the coupling operation and uncoupling operation with the test vehicle 30 through the first coupler 6. When the test drive vehicle 1 reaches the uncoupling point, the beacon reading device 15 detects the ground beacon 5 and sends a signal to the first on-board network control system 131. The first on-board network control system 131 sends an uncoupling command, and the first coupler 6 performs the uncoupling action. When the first on-board network control system 131 obtains the uncoupling in place signal of the first coupler 6, it sends a braking command, and the test drive vehicle 1 implements the braking operation, the test vehicle 30 coasts and separates from the test drive vehicle 1, and the automatic uncoupling is completed.

[0074] The test driving vehicle 1 is provided with a driver's cab 10, the driver's cab 10 is provided with a first driver's console 13, the first vehicle-mounted network control system 131 is provided at the first driver's console 13, and the signal relay device 2 is provided between the first driver's console 13 and the ground control console 32 to reinforce the corresponding frequency band signal. The test driving vehicle 1 is also provided with a first radio module 113 (i.e. RDTE1) and a second radio module 114, and the ground control room 3 is provided with a third radio module 33 (i.e. RDTE2) and a fourth radio module 34. The vehicle-mounted wireless reconnection unit 142 (i.e. OCE1) realizes wireless transmission and reception of data through the first radio module 113 and the second radio module 114, and the ground wireless reconnection unit 322 (i.e. OCE2) realizes wireless transmission and reception of data through the third radio module 33 and the fourth radio module 34. The first radio module 113, the second radio module 114, the third radio module 33, the fourth radio module 34 and the signal relay device 2 communicate with each other through the antenna 4.

[0075] The first vehicle network control system 131 includes a first digital quantity input and output module 134 (i.e., DXMe13), the second vehicle network control system 141 includes a second digital quantity input and output module 144 (i.e., DXMe22), and the ground network control system 321 includes a third digital quantity input and output module 324 (i.e., DXMe32). When the first driver's console 13 and the ground control console 32 turn on the reconnection control switch, the first digital quantity input and output module 134 or the second digital quantity input and output module 144 collects the state of the reconnection control switch and sends it to the vehicle wireless reconnection unit 142, and the third digital quantity input and output module 324 collects the state of the reconnection control switch and sends it to the ground wireless reconnection unit 322. The reconnection control and the sending and receiving of status data are performed by the vehicle wireless reconnection unit 142, the ground wireless reconnection unit 322, the first radio module 113, and the third radio module 33, and the ground driver's console 32 performs remote wireless reconnection control. The wireless reconnection control status is displayed on the display screen 31 of the ground control room 3, and the vehicle-mounted wireless reconnection unit 142 triggers emergency braking after receiving the wireless reconnection data for a timeout.

[0076] The driver's cab 10 is also provided with a second driver's console 14, and the second driver's console 14 is provided with a second vehicle-mounted network control system 141, and the vehicle-mounted wireless reconnection unit is provided on the second driver's console 14. The first driver's console 13 and the second driver's console 14 are respectively used to control the test drive vehicle 1 to run forward or backward. The beacon reading device 15 includes a first beacon reading device 151 (i.e., RFID1) and a second beacon reading device 152 (i.e., RFID2), the first beacon reading device 151 is connected to the first vehicle-mounted network control system 131, and the second beacon reading device 152 is connected to the second vehicle-mounted network control system 141. Two driver's consoles are provided on the test drive vehicle 1, and bidirectional operation control of the test drive vehicle 1 can be performed. At the same time, a ground control console 32 is also provided in the ground control room 3, and remote control operation is performed through 800MHz radio wireless communication to achieve remote control.

[0077] When the first beacon reading device 151 or the second beacon reading device 152 coincides with the position of the ground beacon 5, the first beacon reading device 151 or the second beacon reading device 152 identifies a fixed-point signal, which is sent to the first vehicle network control system 131 or the second vehicle network control system 141, and then sent to the ground control console 32 by the first vehicle network control system 131 or the second vehicle network control system 141 through the vehicle wireless reconnection unit 142, the first radio module 113 and the second radio module 114.

[0078] As attached Fig. 9 , 10As shown in Figures 11 and 12, an emergency brake trigger device 16 is provided at the bottom of the frame 50 of the test drive vehicle 1. The emergency brake trigger device 16 includes a push rod 161, a valve core 162 and an exhaust valve 163. When the push rod 161 touches and passes through the ground trigger device 20 provided at the emergency brake point on the line, the push rod 161 swings a certain angle, thereby driving the valve core 162 to move, and connecting the train pipe 164 to the atmosphere through the exhaust valve 163, and the train pipe 164 is exhausted to achieve emergency braking of the test drive vehicle 1 in the event of a signal system failure, as shown in the attached figure. Fig.11 and 12 shown.

[0079] When the test vehicle 30 starts the collision test, the test drive vehicle 1 is connected to the test vehicle 30 through the first coupler 6, and the test drive vehicle 1 pushes the test vehicle 30 to start and accelerate. When the running speed of the test drive vehicle 1 and the test vehicle 30 reaches the specified test speed, the test drive vehicle 1 and the test vehicle 30 maintain a constant speed for a period of time. When the test vehicle 30 reaches the uncoupling point corresponding to the ground beacon 5, the beacon reading device 15 detects the position of the ground beacon 5 and sends a fixed-point signal to the ground control console 32. After receiving the fixed-point signal, the ground control console 32 sends an uncoupling instruction to the test drive vehicle 1, and the uncoupling cylinder of the first coupler 6 is activated to open the first coupler 6. At the same time, the test drive vehicle 1 starts braking, and the test drive vehicle 1 is separated from the test vehicle 30, and the test vehicle 30 coasts until it reaches the collision point to complete the collision test. The test drive vehicle 1 gradually decelerates until it stops. If the test drive vehicle 1 cannot be remotely controlled to brake due to a signal system failure during the test, when the test drive vehicle 1 reaches the emergency braking point corresponding to the ground trigger device 20, the emergency brake trigger device 16 performs mechanical braking to brake the test drive vehicle 1 and the test vehicle 30.

[0080] The ground network control system 321 communicates with the ground wireless reconnection unit 322 via the MVB bus, and the ground wireless reconnection unit 322 communicates with the third radio module 33 and the fourth radio module 34 via the RS422 bus. The first vehicle network control system 131 and the vehicle wireless reconnection unit 142 communicate with the second vehicle network control system 141 via the MVB bus, and the vehicle wireless reconnection unit 142 communicates with the first radio module 113 and the second radio module 114 via the RS422 bus. The first radio module 113, the second radio module 114 and the third radio module 33 and the fourth radio module 34 exchange data via 800MHz radio. The two sets of radio modules in the driver's cab 10 and the ground control room 3 work simultaneously and are redundant to improve the reliability of data transmission.

[0081] Embodiment 2 provides a safe and reliable intelligent drive system for line collision test, which can realize functions such as automatic control and remote control of the test drive vehicle 1 (including remote control uncoupling and automatic uncoupling), greatly increasing the safety and reliability of the collision test process. Among them, the test drive vehicle 1 is used to tow the test vehicle for collision test, and can also be used as an ordinary locomotive to tow and rescue other vehicles. The ground control console 32 provides remote control signals for the test drive vehicle 1, and the signal relay device 2 provides reinforcement for the corresponding frequency band signals transmitted between the test drive vehicle 1 and the ground control room 3. In order to ensure the operability and safety of the collision test, the intelligent drive system adopts automatic uncoupling technology to realize the automatic separation of the test vehicle 30 and the test drive vehicle 1. After the test driving vehicle 1 pulls the test vehicle 30 to reach the specified test speed, it first runs at a constant speed for a period of time. When the test driving vehicle 1 reaches the uncoupling position, the on-board beacon reading device 15 detects the ground beacon 5 and sends a signal to the on-board network control system. The on-board network control system issues an uncoupling command, and the actuator performs the uncoupling action. When the uncoupling signal is detected, it will send a signal to the on-board network control system. The on-board network control system sends a braking command, and the test driving vehicle 1 brakes. At that time, the test vehicle 30 coasts and separates from the test driving vehicle 1, and the automatic uncoupling is completed. The test driving vehicle 1 can also be remotely controlled to uncouple through the ground control console 32.

[0082] Example 3

[0083] As attached Figure 5 As shown, an embodiment of the intelligent driving method of the test drive vehicle based on the embodiment 1 specifically includes the following steps:

[0084] A) The test driving vehicle 1 is coupled to the test vehicle 30 through the first coupler 6. The first coupler 6 is a close-fitting coupler with an automatic uncoupling function. The test driving vehicle 1 is used as a rail traction vehicle to tow the test vehicle 30. Figure 8 As shown;

[0085] B) During the test, the first on-board network control system 131 disposed on the test driving vehicle 1 identifies the ground beacon 5 disposed on the sleeper 60 through the beacon reading device 15, thereby determining the current position of the test driving vehicle 1, and sends a signal to the ground control console 32 of the ground control room 3 through the on-board wireless reconnection unit 142;

[0086] C) The ground network control system 321 disposed at the ground control console 32 sends traction, braking or unhooking operation instructions to the test driving vehicle 1 through the ground wireless reconnection unit 322 to remotely control the test driving vehicle 1 to perform a collision test.

[0087] When the test vehicle 30 starts the collision test, the test drive vehicle 1 is connected to the test vehicle 30 through the first coupler 6, and the test drive vehicle 1 pushes the test vehicle 30 to start and accelerate. When the running speed of the test drive vehicle 1 and the test vehicle 30 reaches the specified test speed, the test drive vehicle 1 and the test vehicle 30 maintain a constant speed for a period of time. When the test vehicle 30 reaches the uncoupling point corresponding to the ground beacon 5, the beacon reading device 15 detects the position of the ground beacon 5 and sends a fixed-point signal to the ground control console 32. After receiving the fixed-point signal, the ground control console 32 sends an uncoupling instruction to the test drive vehicle 1, and the uncoupling cylinder of the first coupler 6 is activated to open the first coupler 6. At the same time, the test drive vehicle 1 starts braking, and the test drive vehicle 1 is separated from the test vehicle 30, and the test vehicle 30 coasts until it reaches the collision point to complete the collision test. The test drive vehicle 1 gradually decelerates until it stops. A ground trigger device 20 is provided on the line between the uncoupling point and the collision point. If the test drive vehicle 1 cannot be remotely controlled for braking due to a signal system failure during the test, when the test drive vehicle 1 reaches the emergency braking point position corresponding to the ground trigger device 20, mechanical braking is performed through the emergency braking trigger device 16 provided at the bottom of the test drive vehicle 1 to brake the test drive vehicle 1 and the test vehicle 30.

[0088] When the test drive vehicle 1 reaches the uncoupling point, the beacon reading device 15 detects the ground beacon 5 and sends a signal to the first vehicle network control system 131, the first vehicle network control system 131 sends an uncoupling instruction, and the first coupler 6 performs the uncoupling action. When the first vehicle network control system 131 obtains the uncoupling in place signal of the first coupler 6, it sends a braking instruction, the test drive vehicle 1 performs the braking operation, the test vehicle 30 coasts and separates from the test drive vehicle 1, and the automatic uncoupling is completed.

[0089] A driver's cab 10 is provided on the test drive vehicle 1, a first driver's console 13 is provided on the driver's cab 10, and a first vehicle-mounted network control system 131 is provided on the first driver's console 13. A signal relay device 2 is provided between the first driver's console 13 and the ground control console 32, and the signal relay device 2 is used to reinforce the corresponding frequency band signal transmitted between the first driver's console 13 and the ground control console 32. A first radio module 113 and a second radio module 114 are provided on the test drive vehicle 1, and a third radio module 33 and a fourth radio module 34 are provided in the ground control room 3. The vehicle-mounted wireless reconnection unit 142 realizes wireless transmission and reception of data through the first radio module 113 and the second radio module 114, and the ground wireless reconnection unit 322 realizes wireless transmission and reception of data through the third radio module 33 and the fourth radio module 34.

[0090] A second driver's console 14 is provided in the driver's cab 10, and a second vehicle network control system 141 is provided in the second driver's console 14. The first driver's console 13 and the second driver's console 14 are used to control the test drive vehicle 1 to move forward or backward, respectively. The beacon reading device 15 includes a first beacon reading device 151 and a second beacon reading device 152, the first beacon reading device 151 is connected to the first vehicle network control system 131, and the second beacon reading device 152 is connected to the second vehicle network control system 141. When the first beacon reading device 151 or the second beacon reading device 152 coincides with the position of the ground beacon 5, the first beacon reading device 151 or the second beacon reading device 152 identifies a fixed point signal, and the fixed point signal is sent to the first vehicle network control system 131 or the second vehicle network control system 141, and then sent to the ground control console 32 by the first vehicle network control system 131 or the second vehicle network control system 141 through the vehicle wireless reconnection unit 142, the first radio module 113 and the second radio module 114.

[0091] The emergency brake trigger device 16 includes a push rod 161, a valve core 162 and an exhaust valve 163. When the push rod 161 touches and passes through the ground trigger device 20 set at the emergency brake point on the line, the push rod 161 swings a certain angle, thereby driving the valve core 162 to move, and connects the train pipe 164 to the atmosphere through the exhaust valve 163, and the train pipe 164 is exhausted to achieve emergency braking of the test drive vehicle 1 in the event of a signal system failure.

[0092] Example 4

[0093] As attached Figure 7 and attached Figure 8 As shown, an embodiment of a rail vehicle line collision test method based on the test drive vehicle described in Example 1 specifically includes the following steps:

[0094] A) When the vehicle under test 30 starts the collision test on the track 8 along the direction indicated by L, the test driving vehicle 1 is connected to the vehicle under test 30 through the first coupler 6, and the test driving vehicle 1 pushes the vehicle under test 30 to start and accelerate the operation, as shown in the figure. Figure 7 The stage shown in A;

[0095] B) When the running speed of the test driving vehicle 1 and the test vehicle 30 reaches the specified test speed, the test driving vehicle 1 and the test vehicle 30 maintain a constant speed for a period of time, as shown in the attached figure. Figure 7 The stage shown in B;

[0096] C) When the test vehicle 30 reaches the unhooking point corresponding to the ground beacon 5 (see Figure 7 When (as shown in Figure E), the beacon reading device 15 detects the position of the ground beacon 5 and sends a fixed-point signal to the ground control console 32;

[0097] D) After receiving the fixed-point signal, the ground control console 32 sends an unhooking command to the test driving vehicle 1, and the unhooking cylinder of the first coupler 6 is activated to open the first coupler 6. Figure 7 The stage shown in middle C;

[0098] E) The test driving vehicle 1 starts braking, the test driving vehicle 1 separates from the test vehicle 30, and the test vehicle 30 coasts until it reaches the collision point (see Figure 3). Figure 7 The collision test is completed at the position shown by the rigid wall 40, and the test driving vehicle 1 is gradually decelerated until it stops. Figure 7 The stage shown in D.

[0099] A ground trigger device 20 is set on the line between the unhooking point and the collision point. If the test driving vehicle 1 cannot remotely control the braking due to a signal system failure during the test, when the test driving vehicle 1 reaches the emergency braking point position corresponding to the ground trigger device 20 (see Appendix Figure 7 When the test driving vehicle 1 and the test vehicle 30 are braked, the emergency brake trigger device 16 performs mechanical braking. In order to further improve the safety of the test, a ground beacon 5 (i.e., the ground beacon 5) can be set between point E and point G. Figure 7 The position shown in F in the figure) is again provided to the test drive vehicle 1 with the running position information to prompt the test drive vehicle 1 to brake.

[0100] The test drive vehicle 1 is provided with a first on-board network control system 131, an on-board wireless reconnection unit 142 and a beacon reading device 15. During the test, the first on-board network control system 131 identifies the ground beacon 5 provided on the sleeper 60 through the beacon reading device 15, thereby determining the current position of the test drive vehicle 1, and sends a signal to the ground control console 32 of the ground control room 3 through the on-board wireless reconnection unit 142. The ground network control system 321 and the ground wireless reconnection unit 322 are provided on the ground control console 32, and the ground network control system 321 sends traction, braking or unhooking operation instructions to the test drive vehicle 1 through the ground wireless reconnection unit 322, so as to remotely control the test drive vehicle 1 to perform a collision test.

[0101] The test drive vehicle 1 is coupled to the test vehicle 30 through the first coupler 6, and the first coupler 6 is a close-fitting coupler with an automatic uncoupling function. When the test drive vehicle 1 reaches the uncoupling point, the beacon reading device 15 detects the ground beacon 5 and sends a signal to the first vehicle network control system 131. The first vehicle network control system 131 sends an uncoupling command, and the first coupler 6 performs the uncoupling action. When the first vehicle network control system 131 obtains the uncoupling in place signal of the first coupler 6, it sends a braking command, the test drive vehicle 1 performs the braking operation, the test vehicle 30 coasts and separates from the test drive vehicle 1, and the automatic uncoupling is completed.

[0102] A driver's cab 10 is provided on the test drive vehicle 1, a first driver's console 13 is provided on the driver's cab 10, and a first vehicle-mounted network control system 131 is provided on the first driver's console 13. A signal relay device 2 is provided between the test drive vehicle 1 and the ground control console 32, and the signal relay device 2 is used to reinforce the corresponding frequency band signal transmitted between the first driver's console 13 and the ground control console 32. A first radio module 113 and a second radio module 114 are provided on the test drive vehicle 1, and a third radio module 33 and a fourth radio module 34 are provided in the ground control room 3. The vehicle-mounted wireless reconnection unit 142 realizes wireless transmission and reception of data through the first radio module 113 and the second radio module 114, and the ground wireless reconnection unit 322 realizes wireless transmission and reception of data through the third radio module 33 and the fourth radio module 34.

[0103] A second driver's console 14 is provided in the driver's cab 10, and a second vehicle network control system 141 is provided in the second driver's console 14. The test drive vehicle 1 is controlled to run forward or backward through the first driver's console 13 and the second driver's console 14 respectively. The beacon reading device 15 includes a first beacon reading device 151 and a second beacon reading device 152, and the first beacon reading device 151 is connected to the first vehicle network control system 131, and the second beacon reading device 152 is connected to the second vehicle network control system 141. When the first beacon reading device 151 or the second beacon reading device 152 coincides with the position of the ground beacon 5, the first beacon reading device 151 or the second beacon reading device 152 identifies a fixed-point signal, which is sent to the first vehicle network control system 131 or the second vehicle network control system 141, and then sent to the ground control console 32 by the first vehicle network control system 131 or the second vehicle network control system 141 through the vehicle wireless reconnection unit 142, the first radio module 113 and the second radio module 114.

[0104] In the wireless reconnection control mode, after receiving the data sent by the ground wireless reconnection unit 322, the on-board wireless reconnection unit 142 directly sends the small gate target value to the brake control unit BCU through the MVB bus to control the small gate to perform conventional braking. When performing uncoupling control, the ground control console 32 detects the uncoupling signal and forwards it to the first on-board network control system 131 through the ground wireless reconnection unit 322, and after the central control unit CCU performs logical judgment, the corresponding relay action is controlled through the fourth digital input and output module 115 to realize the uncoupling valve control of the first coupler 6.

[0105] When the first control console 13 and the ground control console 32 turn on the reconnection control switch, the first digital quantity input and output module 134 collects the state of the reconnection control switch and sends it to the vehicle-mounted wireless reconnection unit 142, and the third digital quantity input and output module 324 collects the state of the reconnection control switch and sends it to the ground wireless reconnection unit 322. The reconnection control and status data are sent and received through the vehicle-mounted wireless reconnection unit 142, the ground wireless reconnection unit 322, the first radio module 113 and the third radio module 33, and the ground control console 32 performs remote wireless reconnection control. The wireless reconnection control state is displayed on the display screen 31 of the ground control room 3, and the vehicle-mounted wireless reconnection unit 142 triggers emergency braking after receiving the wireless reconnection data for a timeout.

[0106] When the test drive vehicle 1 passes the ground beacon 5, the first beacon reading device 151 recognizes the fixed-point signal and sends it to the MVB network through the first communication interface module 132, or the second beacon reading device 152 recognizes the fixed-point signal and sends it to the MVB network through the second communication interface module 143, and then the gateway module 133 controls the uncoupling, conventional braking or emergency braking in combination with the traction mode or travel direction of the test drive vehicle 1.

[0107] By implementing the technical solution of the test drive vehicle described in the specific embodiment of the present invention, the following technical effects can be produced:

[0108] (1) The test driving vehicle described in the specific embodiment of the present invention has an automatic uncoupling function, which can realize remote control of the line collision test to prevent personal injury during the test process and can fully ensure the speed requirements of the test process;

[0109] (2) In the test driving vehicle described in the specific embodiment of the present invention, the emergency brake mechanical trigger device can be used as another set of brake protection means. When the vehicle network control system fails or the wireless reconnection system fails, even if the test is not completed, the safety of the vehicle can be guaranteed and unnecessary losses can be reduced;

[0110] (3) The test drive vehicle described in the specific embodiment of the present invention has a front driver console and a rear driver console in the driver's cab. The front driver console and the rear driver console are each provided with a set of vehicle network control system. The test drive vehicle is provided with two sets of radio modules and two sets of beacon reading devices, which maximizes the system redundancy and improves the working reliability.

[0111] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0112] The above is only a preferred embodiment of the present invention and does not limit the present invention in any form. Although the present invention has been disclosed as above in the preferred embodiment, it is not used to limit the present invention. Any technician familiar with the art can make many possible changes and modifications to the technical solution of the present invention by using the methods and technical contents disclosed above without departing from the spirit and technical solution of the present invention, or modify it into an equivalent embodiment of equivalent changes. Therefore, any simple modification, equivalent replacement, equivalent change and modification made to the above embodiments according to the technical essence of the present invention without departing from the content of the technical solution of the present invention still falls within the scope of protection of the technical solution of the present invention.

Claims

1. A test driving vehicle, used as a rail tractor to tow a test vehicle (30) and complete a collision test, characterized in that: The test drive vehicle (1) is provided with a first on-board network control system (131), an on-board wireless reconnection unit (142) and a beacon reading device (15); during the test process, the first on-board network control system (131) identifies a ground beacon (5) arranged on a rail sleeper (60) through the beacon reading device (15) to determine the current position of the test drive vehicle (1), and sends a signal to a ground control console (32) through the on-board wireless reconnection unit (142); the test drive vehicle (1) receives a traction, braking or unhooking operation instruction sent by the ground control console (32), and sends a signal to the ground control console (32) through the on-board wireless reconnection unit (142). The test driving vehicle (1) is remotely controlled by the ground control console (32) to perform a collision test; the test driving vehicle (1) is provided with a driver's cab (10), the driver's cab (10) is provided with a first driver's console (13), the first vehicle-mounted network control system (131) and the vehicle-mounted wireless reconnection unit (142) are arranged on the first driver's console (13); the test driving vehicle (1) is also provided with a first radio module (113) and a second radio module (114), the vehicle-mounted wireless reconnection unit (142) realizes wireless transmission and reception of data through the first radio module (113) and the second radio module (114); the driver's cab (10) is also provided with a second driver's console (14), the second driver's console (14) is provided with a second vehicle-mounted network control system (141); the first driver's console (13) and the second driver's console (14) are respectively used to control the test drive vehicle (1) to move forward or backward; the beacon reading device (15) includes a first beacon reading device (151) and a second beacon reading device (152), the first beacon reading device (151) is connected to the first vehicle-mounted network control system (131), and the second beacon reading device (152) is connected to the second vehicle-mounted network control system (141); when the When the position of the first beacon reading device (151) or the second beacon reading device (152) coincides with the position of the ground beacon (5), the first beacon reading device (151) or the second beacon reading device (152) identifies a fixed-point signal, and the fixed-point signal is sent to the first vehicle-mounted network control system (131) or the second vehicle-mounted network control system (141), and then sent by the first vehicle-mounted network control system (131) or the second vehicle-mounted network control system (141) to the ground control console (32) via the vehicle-mounted wireless reconnection unit (142), the first radio module (113) and the second radio module (114).

2. The test drive vehicle according to claim 1, characterized in that: A first coupler (6) is provided at one end of the test drive vehicle (1) along the running direction, and the test drive vehicle (1) is connected to the test vehicle (30) via the first coupler (6); the first coupler (6) is a close-fitting coupler with an automatic uncoupling function, and the test drive vehicle (1) realizes the coupling operation and uncoupling operation with the test vehicle (30) via the first coupler (6); when the test drive vehicle (1) reaches the uncoupling point, the beacon reading device (15) detects the ground beacon (5) and sends a signal to the first on-board network control system (131), the first on-board network control system (131) sends an uncoupling instruction, and the first coupler (6) performs an uncoupling action; when the first on-board network control system (131) obtains the uncoupling in place signal of the first coupler (6), it sends a braking instruction, the test drive vehicle (1) performs a braking operation, the test vehicle (30) coasts and separates from the test drive vehicle (1), and the automatic uncoupling is completed.

3. The test drive vehicle according to claim 2, characterized in that: The first vehicle network control system (131) comprises a first communication interface module (132) and a gateway module (133), and the second vehicle network control system (141) comprises a second communication interface module (143); when the test drive vehicle (1) passes by a ground beacon (5), the first beacon reading device (151) identifies the fixed-point signal and sends it to the MVB network through the first communication interface module (132), or the second beacon reading device (152) identifies the fixed-point signal and sends it to the MVB network through the second communication interface module (143), and then the gateway module (133) performs decoupling, conventional braking or emergency braking control in combination with the traction mode or running direction of the test drive vehicle (1).

4. The test drive vehicle according to claim 2 or 3, characterized in that: When the test vehicle (30) starts a collision test, the test drive vehicle (1) is coupled to the test vehicle (30) via the first coupler (6), and the test drive vehicle (1) pushes the test vehicle (30) to start and accelerate. When the running speeds of the test drive vehicle (1) and the test vehicle (30) reach the specified test speed, the test drive vehicle (1) and the test vehicle (30) maintain a constant speed for a period of time. When the test vehicle (30) reaches the uncoupling point corresponding to the ground beacon (5), the beacon reading device (15) detects the position of the ground beacon (5) and sends a fixed-point signal to the ground control console (32). After receiving the fixed-point signal, the ground control console (32) sends an uncoupling signal. The test drive vehicle (1) is commanded to release the first coupler (6) and activate the uncoupling cylinder to open the first coupler (6); at the same time, the test drive vehicle (1) starts braking, the test drive vehicle (1) is separated from the test vehicle (30), and the test vehicle (30) coasts until it reaches the collision point to complete the collision test; the test drive vehicle (1) gradually decelerates until it stops; if the test drive vehicle (1) cannot be remotely braked due to a signal system failure during the test, when the test drive vehicle (1) reaches the emergency braking point corresponding to the ground trigger device (20), the emergency brake trigger device (16) performs mechanical braking to brake the test drive vehicle (1) and the test vehicle (30).

5. The test drive vehicle according to claim 4, characterized in that: An emergency brake trigger device (16) is arranged at the bottom of the test drive vehicle (1), and the emergency brake trigger device (16) comprises a push rod (161), a valve core (162) and an exhaust valve (163); when the push rod (161) touches and passes through a ground trigger device (20) arranged at an emergency brake point on the line, the push rod (161) swings at a certain angle, thereby driving the valve core (162) to move, and connecting the train pipe (164) to the atmosphere through the exhaust valve (163), and the train pipe (164) is exhausted to achieve emergency braking of the test drive vehicle (1) in the event of a signal system failure.

6. The test drive vehicle according to claim 2, 3 or 5, characterized in that: The test drive vehicle (1) further comprises: a vehicle frame (50), a vehicle body arranged above the vehicle frame (50), bogies (17) respectively arranged below the vehicle frame (50) at the front and rear ends along the running direction of the test drive vehicle (1), and undercarriage equipment (18) arranged below the vehicle frame (50) and located between the two bogies (17); the vehicle body comprises a driver's cab (10) respectively arranged at a middle position above the vehicle frame (50) along the running direction of the test drive vehicle (1), and undercarriage equipment (18) respectively arranged above the driver's cab (10) and below the vehicle frame (50). 10) a first electrical room (11) and a second electrical room (12) on the front and rear sides; the first electrical room (11) is provided with a brake cabinet (19) and a traction battery box (110), and the traction battery is arranged in the traction battery box (110); the test drive vehicle (1) uses the traction battery as a power source to provide power and electricity for the entire vehicle, and can meet the single test or single traction rescue requirements of the test drive vehicle (1); the second electrical room (12) is provided with a low-voltage cabinet (111) and an auxiliary inverter (112).

7. The test drive vehicle according to claim 6, characterized in that: The test drive vehicle (1) is also provided with a brake control unit (BCU) and a central control unit (CCU), and the low-voltage cabinet (111) is provided with a fourth digital quantity input-output module (115); in the wireless reconnection control mode, after receiving data sent by the ground wireless reconnection unit (322), the on-board wireless reconnection unit (142) directly sends the small brake target value to the brake control unit (BCU) through the MVB bus, thereby controlling the small brake to perform conventional braking; when decoupling control is performed, the ground control console (32) detects the decoupling signal and forwards it to the first on-board network control system (131) through the ground wireless reconnection unit (322), and after the central control unit (CCU) performs logical judgment, the corresponding relay action is controlled through the fourth digital quantity input-output module (115), thereby realizing the control of the decoupling valve of the first coupler (6).

8. The test drive vehicle according to claim 7, characterized in that: The test drive vehicle (1) also includes a traction motor located below the vehicle frame (50), and the under-vehicle equipment (18) includes a chopper resistor, a high-voltage box, a reactor, a traction inverter, and an auxiliary power supply; the electric energy output by the traction battery sequentially passes through the distribution box, the high-voltage box, the reactor, and the traction inverter to provide a power source for the traction motor; the chopper resistor is connected to the connection point between the reactor and the traction inverter, and the chopper resistor consumes the electric energy fed back in the process of speed regulation of the traction motor in the form of heat; the auxiliary power supply converts the DC voltage output by the high-voltage box into AC voltage and supplies power to the auxiliary load of the entire vehicle of the test drive vehicle (1).

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