Brake switching device, method and related products

Abstract

The present invention relates to the field of train operation control technology, and discloses a brake switching device, method and related products. The states of a first control signal and a second control signal are monitored in real time by ATP, and corresponding instructions are sent to the device according to the monitoring results. When a bistable relay receives an instruction sent by ATP based on the real-time monitoring result, the guiding state of the bistable relay is controlled; automatic switching of the brake control signal of the train control equipment across different block standard sections is realized, which is beneficial to improving the train operation efficiency and the train track line reuse rate; the technical problem of low train operation efficiency and track line reuse rate caused by borrowing high-level train control equipment link output control instructions in the prior art is solved; at the same time, in the case of a failure of the switching instruction input device, the last output state can be maintained, ensuring that at least one train control device can effectively control the train operation, thereby improving the safety of train operation.

Description

Technical Field

[0001] The present invention relates to the technical field of train operation control, and in particular to a brake switching device, method and related products. Background Art

[0002] Train operation control systems of different levels can only run on track lines of corresponding standards and levels. When a train needs to be able to run on track lines of different standards and levels at the same time, two or more train operation control systems of different levels need to be installed.

[0003] At present, the automatic switching of train operation control signals under different block system sections is generally achieved by using the link output control instructions of high-level train control equipment (such as CTCS-2 train operation control system). The control instructions of low-level train control equipment (such as CTCS-0 train operation control system) cannot be directly output to the train, but need to be determined by high-level train control equipment after judgment. The high-level train control equipment collects and judges the ground signal to determine whether the train has reached the switching point between the two block system sections, and then collects the operation preparation status of the low-level train control equipment by judging its own operation status and brake signal output status, and interacts and synchronizes relevant information with the low-level train control equipment, and finally determines whether to transfer control rights to the low-level train control equipment, and bypasses its own control output function, and instead outputs the brake control signal by the low-level train control equipment.

[0004] However, in the process of implementing the technical solution of the invention in the embodiment of the present application, the inventors of the present application found that the above technical solution has at least the following technical problems:

[0005] However, when the train runs on a low-level track line and the high-level train control equipment cannot work, the working capacity of the low-level train control equipment is limited, which restricts the train from running on some existing low-level track lines, reducing the operating efficiency and the reuse rate of the track line. Summary of the invention

[0006] The technical solution disclosed in the present invention is used for automatic switching of train control equipment across different block standard sections, and realizes automatic switching of brake control signals of train control equipment across different block standard sections. When a train control equipment fails, the output state of the brake control signal of the train control equipment before the failure can be maintained to ensure the safe operation of the train; at the same time, automatic switching of brake control signals of train control equipment across different block standard sections is realized without changing the control software and internal circuits of the train control equipment, which causes product changes and is conducive to reducing costs; furthermore, two types of train control equipment can be seamlessly and quickly automatically switched during train operation across different block standard sections, which is conducive to improving train operation efficiency and train track line reuse rate; it solves the technical problems of low train operation efficiency and track line reuse rate caused by borrowing high-level train control equipment link output control instructions in the prior art.

[0007] The above invention objectives are mainly achieved through the following technical solutions:

[0008] In a first aspect, a brake switching device comprises a plurality of interconnected bistable relays; each of the bistable relays comprises a first group of control coils and a second group of control coils, the input end of the first group of control coils is connected to a first control signal output end of an ATP train operation control system, and the input end of the second group of control coils is connected to a second control signal output end of the ATP train operation control system; the bistable relay comprises a first output end and a second output end, the first output end is connected to a train vehicle interface, and the second output end is connected to a train vehicle interface through an LKJ train operation control system;

[0009] The ATP train operation control system monitors the status of the first control signal and the second control signal in real time; the bistable relay is used to receive instructions sent by the ATP train operation control system based on real-time monitoring results to control the guidance state of the bistable relay.

[0010] In a second aspect, a method for performing brake switching using the above-mentioned brake switching device includes: controlling the guide state of the bistable relay according to the first control signal and the second control signal state monitored in real time by the ATP train operation control system.

[0011] The third aspect is the brake switching system, including the above-mentioned brake switching device, ATP train operation control system and LKJ train operation control system.

[0012] In a fourth aspect, a computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the computer program implements part or all of the steps of the above-mentioned braking switching method.

[0013] Compared with the prior art, the present invention has the following beneficial effects: the present invention monitors the states of the first control signal and the second control signal in real time through the ATP train operation control system, sends corresponding instructions to the device according to the monitoring results, and controls the guiding state of the bistable relay when receiving the instructions sent by the ATP train operation control system based on the real-time monitoring results; realizes automatic switching of the braking control signals of the train control equipment across different block standard sections, ensures the train operation efficiency, and is beneficial to improving the train operation efficiency and the train track line reuse rate; solves the technical problems of low train operation efficiency and track line reuse rate caused by borrowing high-level train control equipment link output control instructions in the prior art; at the same time, the braking switching device disclosed in the present invention is used to realize automatic switching of the braking control signals of the train control equipment across different block standard sections without changing the control software and internal circuits of the train control equipment, causing product changes, which is beneficial to reducing costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 A schematic diagram of the structure of a brake switching system provided in an embodiment of the present invention;

[0015] Figure 2 A schematic diagram of the structure of a brake switching device provided in an embodiment of the present invention;

[0016] Figure 3 A schematic diagram of the structure of an ATP check circuit and an LKJ check circuit provided in an embodiment of the present invention;

[0017] Figure 4 A schematic diagram of the principle of a brake switching device provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0018] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme 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 should fall within the scope of protection of the present invention.

[0019] Brake switching system, such as Figure 1 As shown, it includes the brake switching device, ATP train operation control system and LKJ train operation control system described in the present invention, which are used to realize automatic switching of train operation brake control signals when running across different block system sections.

[0020] The brake switching device comprises a plurality of mutually connected bistable relays J (J1, J2, J3...Jn, n is a positive integer); each of the bistable relays comprises a first group of control coils (group A) and a second group of control coils (group B), and ATP provides two independent DC110V level signals to control all coils of group A and group B respectively, such as Figure 2 As shown, the input end of the control coil of group A is connected to the output end of one control signal x1 (i.e., safety output 1) of ATP, and the input end of the control coil of group B is connected to the output end of another control signal x2 (i.e., safety output 2) of ATP; the bistable relay includes a first output end C1 and a second output end C2, the first output end is connected to the train vehicle interface, and the second output end is connected to the train vehicle interface through the LKJ train operation control system; the ATP train operation control system monitors the status of the first control signal and the second control signal in real time; the bistable relay is used to receive instructions sent by the ATP train operation control system based on real-time monitoring results, so as to control the guidance state of the bistable relay.

[0021] It should be noted that the bistable relay includes a normally closed contact and a normally open contact, the normally closed contact is connected to the train vehicle interface, and the normally open contact is connected to the train vehicle interface through the LKJ train operation control system, at which time the train operation is controlled by ATP. Of course, the input end of the A group control coil can also be connected to the safety output 2 output end of ATP, the input end of the B group control coil can be connected to the safety output 1 output end of ATP, the normally closed contact is connected to the train vehicle interface through the LKJ train operation control system, and the normally open contact is connected to the train vehicle interface, then LKJ controls the vehicle.

[0022] ATP monitors the status of safety output 1 and safety output 2 in real time; when it is detected that safety output 1 is at a high level and safety output 2 is at a low level, a switching instruction is sent to control the circuit of the bistable relay to direct to the first and second output terminals, that is, at this time, the actual circuit control right of the train can be directed to either ATP or LKJ, which depends on the above-mentioned connection relationship and the rules set according to the application scenario, which is not limited here.

[0023] The bistable relay is used to receive instructions sent by the ATP train operation control system based on real-time monitoring results to control the guiding state of the bistable relay. Specifically, if the safety output 1 is monitored to be at a low level and the safety output 2 is at a high level, at this time, the actual circuit control right of the train should be directed to the opposite side, for example, when the safety output 1 is monitored to be at a high level and the safety output 2 is at a low level, the actual circuit control right of the train should be directed to ATP; when the safety output 1 is monitored to be at a low level and the safety output 2 is at a high level, the actual circuit control right of the train should be directed to LKJ.

[0024] In a preferred embodiment, the device also includes an ATP backcheck circuit D1 and an LKJ backcheck circuit D2, the ATP backcheck circuit is composed of the first output ends of the plurality of bistable relays connected in series, and the LKJ backcheck circuit is composed of the second output ends of the plurality of bistable relays connected in series; after the bistable relay is directed to the second output end based on the second instruction control circuit, the ATP backcheck circuit is used to monitor the ATP backcheck signal, and the LKJ backcheck circuit is used to monitor the LKJ backcheck signal; the ATP train operation control system determines that the bistable relay is invalid in directing to the first output end based on the monitored ATP backcheck signal, and the LKJ train operation control system determines that the bistable relay is valid in directing to the second output end based on the monitored LKJ backcheck signal; otherwise, the bistable relay is used to execute the first instruction.

[0025] ATP needs to monitor the status of the switching device in real time to ensure that the current train control is known and the train operation is safe. The status check circuit of the switching device is as follows: Figure 3 As shown. A group of normally closed contacts and a group of normally open contacts of all bistable relays are connected in series to check the relay guidance status. Specifically, when ATP issues a command to control the bistable relay to guide LKJ to control the train, ATP needs to check and confirm that "bistable relay guides LKJ to control the train" is valid and "bistable relay guides ATP to control the train" is invalid, so that it can be confirmed that the bistable relay guidance circuit has been guided to LKJ. Otherwise, the circuit guidance to LKJ fails, and at this time, ATP will continue to control the train.

[0026] For example, if the control signal 1 (safety output 1) output by ATP is "1" and the control signal 2 is "0", the corresponding ATP check signal collected by the ATP control software should be "0" and the LKJ check signal should be "1". If the collected check signal does not meet the above conditions, the ATP control software determines that the brake switching device circuit guides LKJ failure and the switching fails, and the train control state of ATP continues to be maintained.

[0027] In a preferred embodiment, LKJ can also actively collect the locomotive operating status and output a braking signal when the conditions for its own braking output are met.

[0028] In a preferred embodiment, when the ATP train operation control system monitors in real time that the first control signal and the second control signal are both high or low levels at the same time, the bistable relay is used to receive a third instruction sent by the ATP train operation control system, and the third instruction is used to control the bistable relay circuit to maintain the guidance state before monitoring unchanged.

[0029] When the ATP device fails and control signal 1 and control signal 2 are both low or high, the guidance state of the bistable relay will not change. At this time, the guidance state of the bistable relay circuit will remain unchanged before monitoring (that is, before the ATP fails), ensuring the safe operation of the train.

[0030] In order to ensure the stability of ATP and LKJ's control over the train, the switching device of the present invention uses a bistable relay as the switching relay for the output signal, which can ensure that if the ATP device is abnormal or loses power, the guiding state of the bistable relay does not change, and the switching device maintains the guiding state when the ATP is not faulty. The principle diagram is shown in FIG. Figure 4 shown.

[0031] For example, before ATP fails, the brake switching device guides ATP, and the brake switching device directly outputs the control brake signal of ATP, the train brakes directly, and the train guides to the safe side. If ATP fails, the brake switching device guides LKJ, and the brake switching device bypasses the brake output signal of ATP, maintaining the normal operation of the train controlled by LKJ until LKJ outputs the train brake signal. This ensures that the train will not bring safety hazards due to the failure of the brake switching device. The output state of the ATP control switching device ensures that when ATP controls the train, the control command is output from ATP to the train, and when LKJ controls the train, the control command is output from LKJ to the train.

[0032] In a preferred embodiment, the device also includes a first switching switch K1 and a second switching switch K2; the first output end is connected to the train vehicle interface through the first switching switch; the second output end is connected to the input end of the LKJ train operation control system, and the output end of the LKJ train operation control system is connected to the train vehicle interface through the second switching switch; the first switching switch and the second switching switch are in a mutually exclusive state, the first switching switch is closed by default, and the second switching switch is opened by default, and when the second switching switch is closed, the first switching switch is opened.

[0033] In order to improve the safety of the equipment, the brake switching device should have a bypass function of the automatic function in addition to the automatic switching function. For example, in the above embodiment, when the ATP control software determines that the brake switching device has a circuit-directed LKJ failure, the automatic switching function fails, and / or, when the ATP fails, the second switch is physically pressed and closed by manual intervention. At this time, the first switch is turned on (off) and switched to LKJ control, ensuring that at least one train control device can effectively control the train operation and ensure the safety of the train operation.

[0034] In a preferred embodiment, the second switching switch is installed on the train driver's console to cope with emergencies, reduce operation time and improve safety.

[0035] Compared with the prior art, the invention has the following beneficial effects: in order to ensure the stability of ATP and LKJ control over the locomotive, a bistable relay is selected inside the automatic switching device as a switching relay for the output signal, so as to select the output of the ATP system train running brake signal or the LKJ system train running brake signal, and realize the automatic switching of the train running brake control signal under the condition of running across different block standard sections, thereby ensuring the train operation efficiency and being beneficial to improving the train operation efficiency and the train track line reuse rate; solving the technical problems of low train operation efficiency and track line reuse rate caused by borrowing high-level train control equipment link output control instructions in the prior art; at the same time, the brake switching device disclosed in the invention can realize the automatic switching of the train control equipment brake control signal across different block standard sections without changing the control software and internal circuit of the train control equipment, causing product changes, which is beneficial to reducing costs; furthermore, in the case of a failure of the switching instruction input device, the last output state can be maintained, or, through manual intervention, the second switching switch can be physically pressed and closed to switch to LKJ control of the train, thereby ensuring that at least one train control equipment can effectively control the train operation, thereby improving the train operation safety.

[0036] The braking switching method uses the above-mentioned braking switching device of the present invention to perform braking switching, including: controlling the guiding state of the bistable relay according to the first control signal and the second control signal state monitored in real time by the ATP train operation control system.

[0037] In a preferred embodiment, if the ATP train operation control system monitors in real time that the first control signal is at a high level and the second control signal is at a low level, then the first instruction sent by the ATP train operation control system is received, and the first instruction is used to control the bistable relay circuit to direct to the first output end; or, if the ATP train operation control system monitors in real time that the first control signal is at a low level and the second control signal is at a high level, then the second instruction sent by the ATP train operation control system is received, and the second instruction is used to control the bistable relay circuit to direct to the second output end.

[0038] In a preferred embodiment, the ATP check signal is monitored by the ATP check signal circuit, and the LKJ check signal is monitored by the LKJ check signal circuit; it is determined whether the ATP check signal and the LKJ check signal meet a preset condition; if not, the first instruction is executed. The preset condition is: the ATP check signal satisfies that the bistable relay is invalid when it is directed to the first output terminal, and the LKJ check signal satisfies that the bistable relay is valid when it is directed to the second output terminal.

[0039] In a preferred embodiment, if the ATP train operation control system monitors in real time that the first control signal and the second control signal are both high level or low level at the same time, it receives a third instruction sent by the ATP train operation control system, and the third instruction is used to control the bistable relay circuit to maintain the guidance state before monitoring unchanged.

[0040] In a preferred embodiment, the second switching switch is closed; the first output end is connected to the train vehicle interface through the first switching switch; the second output end is connected to the input end of the LKJ train operation control system, and the output end of the LKJ train operation control system is connected to the train vehicle interface through the second switching switch; the first switching switch and the second switching switch are in a mutually exclusive state, the first switching switch is closed by default, and the second switching switch is open by default.

[0041] The braking switching method of the embodiment of the present invention corresponds to the braking switching device of the above embodiment and realizes the corresponding functions. Since the structure and function of the braking switching device have been described in detail in the above embodiment, they will not be repeated in the embodiment of the present invention.

[0042] A computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, part or all of the steps of the above-mentioned braking switching method are implemented.

[0043] The embodiments of the present invention are described in detail above. Specific examples are used herein to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method of the present invention and its core idea. At the same time, for those skilled in the art, according to the idea of ​​the present invention, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as limiting the present invention.

Claims

1. A brake switching device, characterized in that: The device includes a plurality of mutually connected bistable relays; each of the bistable relays includes a first group of control coils and a second group of control coils, the input end of the first group of control coils is connected to the first control signal output end of the ATP train operation control system, and the input end of the second group of control coils is connected to the second control signal output end of the ATP train operation control system; the bistable relay includes a first output end and a second output end, the first output end is connected to the train vehicle interface, and the second output end is connected to the train vehicle interface through the LKJ train operation control system; The ATP train operation control system monitors the status of the first control signal and the second control signal in real time; The bistable relay is used to receive instructions sent by the ATP train operation control system based on real-time monitoring results, and the instructions are used to control the guidance state of the bistable relay; When the ATP train operation control system monitors in real time that the first control signal is at a high level and the second control signal is at a low level, the bistable relay is used to receive a first instruction sent by the ATP train operation control system, and the first instruction is used to control the bistable relay circuit to direct to the first output end; Alternatively, when the ATP train operation control system monitors in real time that the first control signal is at a low level and the second control signal is at a high level, the bistable relay is used to receive a second instruction sent by the ATP train operation control system, and the second instruction is used to control the bistable relay circuit to direct to the second output end; The device also includes an ATP check circuit and an LKJ check circuit, wherein the ATP check circuit is composed of a plurality of first output ends of the bistable relays connected in series, and the LKJ check circuit is composed of a plurality of second output ends of the bistable relays connected in series; After the bistable relay is directed to the second output terminal based on the second instruction control circuit, the ATP check circuit is used to monitor the ATP check signal, and the LKJ check circuit is used to monitor the LKJ check signal; the ATP train operation control system determines that the bistable relay is invalid in directing to the first output terminal according to the monitored ATP check signal, and the LKJ train operation control system determines that the bistable relay is valid in directing to the second output terminal according to the monitored LKJ check signal; otherwise, the bistable relay is used to execute the first instruction; A group of normally closed contacts and a group of normally open contacts of all bistable relays are connected in series to check the guiding status of the relays. When ATP issues an instruction to control the bistable relays to guide LKJ to control the train, ATP needs to check and confirm that "bistable relays guide LKJ to control the train" is valid and "bistable relays guide ATP to control the train" is invalid, and confirm that the bistable relays guide LKJ. Otherwise, the circuit guide to LKJ fails and ATP continues to control the train.

2. The brake switching device according to claim 1, characterized in that: When the ATP train operation control system monitors in real time that the first control signal and the second control signal are both at a high level or a low level at the same time, the bistable relay is used to receive a third instruction sent by the ATP train operation control system, and the third instruction is used to control the bistable relay circuit to maintain the guidance state before monitoring unchanged.

3. The brake switching device according to claim 1 or 2, characterized in that: The device also includes a first switch and a second switch; The first output end is connected to the train vehicle interface through a first switching switch; the second output end is connected to the input end of the LKJ train operation control system, and the output end of the LKJ train operation control system is connected to the train vehicle interface through a second switching switch; The first switch and the second switch are in a mutually exclusive state. The first switch is closed by default, and the second switch is opened by default. When the second switch is closed, the first switch is opened.

4. The brake switching device according to claim 3, characterized in that: The second switch is installed on the train driver's control console.

5. A braking switching method, characterized in that: The brake switching device according to any one of claims 1 to 4 is used to perform brake switching, and the method includes: controlling the guiding state of the bistable relay according to the first control signal and the second control signal state monitored in real time by the ATP train operation control system.

6. A brake switching system, characterized in that: It comprises a brake switching device as described in any one of claims 1 to 4, an ATP train operation control system and an LKJ train operation control system.

7. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the steps of the brake switching method according to claim 5 are implemented.

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