A grade controller, driver controller and train control system

Abstract

The application discloses a slope controller, a driver controller and a train control system, relates to the field of slope control, and through the arrangement of a slope control handle and a slope signal generator, the slope control handle is connected with the slope signal generator, when the slope control handle is pushed, the slope signal generator generates corresponding slope signals according to the actual position of the slope control handle pushed away from a preset first reference position and sends the slope signals to the train control system, so that the train control system adjusts the traction force and the braking force of the train according to the slope signals; wherein the slope signals at least include uphill signals, flat signals and downhill signals. Through the handle control mode, the train control system can still normally identify the slope of the current driving section in the state of manual degradation operation of the train, so that the train control system can still adjust the braking force and the traction force of the train in the state of manual degradation operation, and the driving speed of the train is adapted to the current driving section.

Description

Technical Field

[0001] This invention relates to the field of gradient control, and in particular to a gradient controller, driver controller, and train control system. Background Technology

[0002] When rail transit vehicles encounter uphill or downhill sections, their braking and traction forces need to be adjusted according to the actual gradient of the slope to adapt the train's speed to the current terrain. In existing technology, an automatic gradient detection device is typically installed in the vehicle. This device automatically detects the gradient of the current section and generates a corresponding gradient signal. The train control system then adjusts the braking and traction forces based on this signal. While this method effectively identifies gradients during normal operation, it becomes ineffective in unexpected situations, such as when the train enters a manually degraded operating state. In such cases, the detection device fails to detect the gradient, causing the train control system to be unable to recognize the gradient of the current section. Summary of the Invention

[0003] The purpose of this invention is to provide a gradient controller, driver controller, and train control system that can ensure that the train control system can still adjust the braking force and traction of the train in a manually degraded operation state, so that the train speed can adapt to the current travel section.

[0004] To solve the above-mentioned technical problems, the present invention provides a slope controller, comprising:

[0005] Slope control handle and slope signal generator;

[0006] The slope control handle is connected to the slope signal generator;

[0007] The gradient signal generator is used to generate a corresponding gradient signal based on the current position of the gradient control handle and send it to the train control system so that the train control system can adjust the traction and braking force of the train according to the gradient signal; wherein, the gradient signal includes at least an uphill signal, a flat signal and a downhill signal.

[0008] On the one hand, the slope signal generator includes a universal coupling, a potentiometer, and a voltage detection device;

[0009] The first and second stationary terminals of the potentiometer are respectively connected to the two poles of the power supply, and the moving terminal of the potentiometer is in contact with the universal coupling.

[0010] The universal coupling is used to adjust the position of the moving end of the potentiometer according to the current position of the slope control handle;

[0011] The voltage detection device is used to detect the voltage signal at the moving end of the potentiometer and send the voltage signal as the gradient signal to the train control system.

[0012] On the one hand, the slope signal generator includes a gear adjuster and a signal generation circuit;

[0013] The gear adjuster is connected to the slope control handle, and the gear adjuster is provided with multiple preset slope gears; wherein, different preset slope gears correspond to different slope signals.

[0014] The gear adjuster is used to control the signal generating circuit to generate a corresponding gradient signal and send it to the traction control system and braking control system on the train according to the preset gradient gear where the gradient control handle is currently located. This allows the traction control system to adjust the traction force of the train according to the gradient signal, and the braking control system to adjust the braking force of the train according to the gradient signal.

[0015] On the one hand, the gear adjuster is a rotating wheel;

[0016] The rotating wheel is connected to the slope control handle, and the rotating wheel rotates when the slope control handle is pushed.

[0017] The signal generating circuit is equipped with multiple contact switches; wherein, different contact switches correspond to different preset slope levels;

[0018] The rotating wheel is used to trigger the contact switch corresponding to the preset slope level according to the current position of the slope control handle.

[0019] The signal generation circuit is used to generate a slope signal corresponding to the preset slope level of the contact switch when the contact switch is triggered.

[0020] On the one hand, it also includes a lock button;

[0021] The locking button is used to lock the slope control handle when it is not pressed and to unlock the slope control handle when it is pressed.

[0022] On the one hand, the gradient signal generator is also used to send a manual control signal to the train control system so that the train control system can shut down all other devices used for gradient detection when it detects the manual control signal.

[0023] This application also provides a driver controller, including a direction control handle, a speed control handle, a direction signal generator and a speed signal generator, and also includes the above-mentioned slope controller;

[0024] The direction control handle is connected to the direction signal generator;

[0025] The speed control handle is connected to the speed signal generator;

[0026] The direction signal generator, the speed signal generator, and the gradient controller are all connected to the train control system.

[0027] On the one hand, it also includes interlocking devices;

[0028] The interlocking device is connected to the direction control handle, the speed control handle, and the slope control handle in the slope controller, respectively.

[0029] The interlocking device is used to lock the speed control handle and the slope control handle when the direction control handle is in the initial position, and to unlock the speed control handle and the slope control handle when the direction control handle is not in the initial position; and to lock the direction control handle when either the speed control handle or the slope control handle is not in the initial position, and to unlock the direction control handle when both the speed control handle and the slope control handle are in the initial position.

[0030] On the one hand, it also includes the main control switch;

[0031] One end of the main control switch is connected to the power supply, and the other end of the main control switch is connected to the train control system;

[0032] The master control switch is used to control the start-up status of the train control system.

[0033] This application also provides a train control system, including a train control system body and a driver controller as described above;

[0034] The driver controller is connected to the train control system.

[0035] The beneficial effects of this application are that it provides a gradient controller, driver controller, and train control system, relating to the field of gradient control. By setting a gradient control handle and a gradient signal generator, the gradient control handle is connected to the gradient signal generator. When the gradient control handle is pushed, the gradient signal generator generates a corresponding gradient signal based on the actual position of the gradient control handle as it is pushed away from a preset first reference position and sends it to the train control system. This allows the train control system to adjust the train's traction and braking forces according to the gradient signal. The gradient signal includes at least an uphill signal, a flat signal, and a downhill signal. Through handle control, even when the train is in a manually degraded operation state, the train control system can still correctly identify the gradient of the current travel segment, thus ensuring that the train control system can still adjust the train's braking and traction forces in this state, allowing the train's speed to adapt to the current travel segment. Attached Figure Description

[0036] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the prior art and embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0037] Figure 1 This application provides a structural schematic diagram of a slope controller;

[0038] Figure 2 A schematic diagram of another slope controller provided in this application;

[0039] Figure 3 A schematic diagram of the structure of a speed controller provided in this application;

[0040] Figure 4 A schematic diagram of the structure of a direction controller provided in this application;

[0041] Figure 5 A front view of a driver controller provided in this application;

[0042] Figure 6 A top view schematic diagram of a driver controller provided in this application;

[0043] Figure 7 A schematic diagram of a preset slope setting provided in this application;

[0044] Figure 8 A schematic diagram of the structure of a potentiometer provided in this application;

[0045] Figure 9A schematic diagram of the moving-terminal voltage curve of a potentiometer provided in this application;

[0046] Figure 10 This is a schematic diagram of the structure of a voltage detection device provided in this application;

[0047] Figure 11 This application provides a schematic diagram of the structure of a hard-wired control circuit;

[0048] Figure 12 A flowchart of a train control method provided in this application. Detailed Implementation

[0049] The core of this invention is to provide a gradient controller, a driver controller, and a train control system, which can ensure that the train control system can still adjust the braking force and traction of the train in a manually degraded operation state, so that the train speed can adapt to the current travel section.

[0050] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0051] Manual downgrading of train operation refers to the process where, when a train cannot operate normally under its current control mode, it switches to a lower control mode to ensure its normal and continuous operation. Generally, higher control modes rely more on automatic control and signal communication, while lower control modes rely more on hard-wired control. For example, if a communication or controller failure occurs, the train may be unable to operate safely through automatic signal transmission. In this case, the train's control mode needs to be manually downgraded to minimize the impact of the failure. If necessary, manual control by staff may also be required to ensure safe operation.

[0052] During actual train operation, due to uneven ground, the train track often includes sections that are either uphill or downhill. Common sense dictates that to maintain a constant train speed, the traction force required uphill is greater than on flat ground, and the closer the gradient is to 90 degrees, the greater the required traction force. Conversely, the traction force required downhill is less than on flat ground, but greater braking force may be needed to counteract the train's inertia. Therefore, the traction and braking force control strategies differ when a train is traveling on flat ground, uphill, or downhill sections.

[0053] Currently, automatic gradient detection devices are typically installed on trains. These devices usually calculate the gradient of the current track based on factors such as whether the train is level or the direction of its center of gravity due to gravity. During normal train operation, these devices can effectively detect and calculate the gradient and send the signal to the train's control system, allowing the system to adjust traction and braking strategies accordingly. However, when the train is operating at a reduced speed, these automatic gradient detection devices often fail to detect or calculate the gradient, or fail to send the calculated gradient to the control system properly. Both of these issues render the automatic gradient detection method ineffective.

[0054] In existing technology, considering that before a train enters an uphill or downhill section with a fixed gradient, the gradient of that section is usually marked on the traffic sign on one side of the section. Therefore, when the train is in a downgraded operation, the train driver needs to manually input the gradient value on the panel of the train control system so that the train control system can recognize the gradient. This method is cumbersome, and the manual input method will affect the driver's driving state.

[0055] Please refer to Figure 1 , Figure 1 A structural schematic diagram of a slope controller provided in this application includes:

[0056] Slope control handle 1 and slope signal generator 2;

[0057] The slope control handle 1 is connected to the slope signal generator 2;

[0058] The gradient signal generator 2 is used to generate a corresponding gradient signal based on the current position of the gradient control handle 1 and send it to the train control system so that the train control system can adjust the traction and braking force of the train according to the gradient signal; wherein, the gradient signal includes at least an uphill signal, a flat signal and a downhill signal.

[0059] In order to enable the train control system to conveniently and efficiently identify the gradient of the current train travel section even when the automatic gradient detection device fails, this application provides a gradient controller specifically for outputting gradient signals.

[0060] This gradient controller is not a device that can adjust the actual gradient of the road section. Instead, it generates a corresponding gradient signal to the train control system based on the angle at which the operator pushes the gradient control handle 1 or the distance it deviates from a reference position. The principle of the gradient controller is similar to that of the speed controller (and its handle) or direction controller (and its handle) on the train. Please refer to [link / reference needed]. Figure 3 and Figure 4 , Figure 3 This is a schematic diagram of the structure of a speed controller provided in this application. Figure 4 This application provides a schematic diagram of a direction controller. Based on common train knowledge, when the direction controller handle is in the reference position 0, the train remains stationary. When the operator pushes the handle to the forward position, the train will move forward at a specific speed according to the speed controller handle. Similarly, the gradient controller works the same way. When the operator places the gradient controller handle in the reference position 0, it sends a flat signal indicating a gradient of 0 to the train control system. When the operator pushes the gradient controller handle to a non-zero position, such as a 15-degree uphill position, it sends an uphill signal indicating a 15-degree uphill gradient to the train control system.

[0061] Specifically, by adding a gradient control handle 1 and a gradient signal generator 2, when the train driver observes the gradient number marked on a traffic sign on one side of a certain road section, he pushes the gradient control handle 1, moving the handle away from the reference position 0, until the handle is pushed to a position consistent with the gradient number. The gradient signal generator 2 then generates a gradient signal consistent with that gradient number and sends it to the train's control system. When the train's control system detects the gradient signal, it can adjust the train's maximum speed, braking force, and traction to adapt to the current road section.

[0062] Regarding the specific control methods of the train control system, when the current travel segment is a flat section, the train travels with the default braking force and traction force; when the current travel segment is an uphill section, the greater the uphill angle, the greater the traction force of the train (closer to 90 degrees, although in reality it is usually 30 degrees or less); when the current travel segment is a downhill section, due to the inertia of the train and the influence of gravity, it is necessary to increase the braking force of the train. The greater the downhill angle, the greater the braking force of the train. Furthermore, the maximum speed of the train can be limited to avoid the danger of speeding on downhill sections.

[0063] To improve the passenger experience, when the train control system detects that the uphill or downhill angle is too large, it can also issue an announcement through the train's public address system to remind passengers to pay attention to safety and to adjust their seat angle to adapt to the gradient of the current route.

[0064] In addition, to avoid misjudgment by the train control system, the automatic slope detection device can be directly cut off after the slope control handle 1 is put into use, and the slope signal can be output by the staff pushing the handle.

[0065] In summary, by setting up a gradient control handle 1 and a gradient signal generator 2, the gradient control handle 1 is connected to the gradient signal generator 2. When the gradient control handle 1 is pushed, the gradient signal generator 2 generates a corresponding gradient signal based on the actual position of the gradient control handle 1 as it is pushed away from the preset first reference position, and sends it to the train control system. This allows the train control system to adjust the train's traction and braking forces according to the gradient signal. The gradient signal includes at least uphill, flat, and downhill signals. Through handle control, even when the train is in a manually downgraded operation state, the train control system can still correctly identify the gradient of the current travel segment, thus ensuring that the train control system can still adjust the train's braking and traction forces in this state, allowing the train's speed to adapt to the current travel segment.

[0066] Based on the above embodiments:

[0067] In some embodiments, the slope signal generator 2 includes a universal coupling, a potentiometer 11, and a voltage detection device;

[0068] The first and second stationary terminals of potentiometer 11 are respectively connected to the two poles of the power supply, and the moving terminal of potentiometer 11 is in contact with the universal coupling.

[0069] The universal coupling is used to adjust the position of the moving end of the potentiometer 11 on the potentiometer 11 according to the current position of the slope control handle 1;

[0070] The voltage detection device is used to detect the voltage signal at the moving end of potentiometer 11 and send the voltage signal as a gradient signal to the train control system.

[0071] To accurately output the slope signal, this application uses potentiometer 11 to output different voltage signals corresponding to different slopes. For details, please refer to... Figure 2 , Figure 8 and Figure 10 , Figure 2 This is a schematic diagram of another slope controller provided in this application. Figure 8 This is a schematic diagram of the structure of a potentiometer provided in this application. Figure 10This is a schematic diagram of a voltage detection device provided in this application. To facilitate the train driver in pushing the handle, the gradient control handle 1 is usually mounted on the rotating shaft. The position where the handle body is perpendicular to the horizontal plane and the handle head is pointing upwards is taken as the reference position 0. When the gradient control handle 1 is pushed, it makes a circular motion away from this reference position. To convert the circular motion into linear motion, thus facilitating the adjustment of the moving end of potentiometer 11, a universal coupling is also provided in the slope signal generator 2. Utilizing the structural characteristics of the coupling, the circular motion structure of the universal coupling contacts the rotating shaft of the slope control handle 1, and the linear motion structure of the universal coupling contacts the moving end of potentiometer 11. When the circular motion structure of the universal coupling rotates due to the rotation of the rotating shaft of the slope control handle 1, the linear motion structure of the universal coupling moves linearly in the corresponding direction, contacting and fixing the moving end of potentiometer 11 with this linear motion structure. Therefore, the position of the moving end of potentiometer 11 changes with the movement of the linear motion structure, ultimately achieving the effect that when the slope control handle 1 is pushed by the train driver, the position of the moving end of potentiometer 11 changes with the position of the slope control handle 1.

[0072] Please refer to Figure 9 , Figure 9 This is a schematic diagram of the moving-end voltage curve of a potentiometer provided in this application. It is understood that when the position of the moving end of potentiometer 11 changes, the voltage of the power supply reaching that moving end through one side of potentiometer 11 changes accordingly. Based on this, a voltage detection device is also provided to detect the moving-end voltage of potentiometer 11. A relationship between each slope and voltage is established in advance based on the relationship between the position to which the slope control handle 1 is pushed and the moving-end voltage of potentiometer 11 at that position. This correspondence is then pre-stored in the train control system. In practical applications, the voltage detection device sends the detected moving-end voltage to the train control system. The train control system, based on the pre-stored correspondence, determines the slope corresponding to that moving-end voltage, thereby achieving the purpose of adjusting traction and braking force.

[0073] In addition, to distinguish between uphill and downhill, the direction of rotation of the slope control handle 1 or the universal coupling when the slope control handle 1 is pushed can be used to distinguish them. For example, clockwise rotation can be defined as uphill and counterclockwise rotation as downhill. This application does not limit this.

[0074] In some embodiments, the slope signal generator 2 includes a gear adjuster and a signal generation circuit;

[0075] The gear adjuster is connected to the slope control handle 1, and the gear adjuster is equipped with multiple preset slope gears; among them, different preset slope gears correspond to different slope signals.

[0076] The gear adjuster is used to control the signal generation circuit to generate a corresponding gradient signal based on the preset gradient gear position of the current position of the gradient control handle 1, and send it to the traction control system and braking control system on the train, so that the traction control system can adjust the traction force of the train according to the gradient signal, and the braking control system can adjust the braking force of the train according to the gradient signal.

[0077] To ensure the train control system can still detect gradient signals in the event of a train malfunction, considering that a failure in the train control system might prevent it from performing calculations and thus from deriving the corresponding gradient signal from communication signals or transmitting the gradient signal to the traction and braking control systems, this application requires hard-wired control to bypass the train control system when necessary and directly transmit the gradient signal to the traction and braking control systems. For details, please refer to... Figure 7 and Figure 11 , Figure 7 This is a schematic diagram of a preset slope setting provided in this application. Figure 11 This application provides a schematic diagram of a hard-wired control circuit. The gradient signal generator 2 includes a gear shifter and a signal generation circuit. The gear shifter has multiple gears, which are set according to the gradient of various road sections that the train might travel on in actual applications. The principle of the gear shifter is similar to that of a car's gear lever. The rotation shaft of the gradient control handle 1 and the gear shifter are the same. When the gradient control handle 1 rotates, the rotation shaft rotates accordingly, and the various gears in the gradient shifter rotate accordingly. The gear shifter is only triggered when the rotation shaft is rotated to a specific angle relative to the reference position 0. Simply put, it is only effective when the train driver pushes the handle to a preset gradient gear; otherwise, the current position of the handle is considered invalid. Figure 11 In the system, the traction control system and the braking force control system are each connected to the output corresponding to each gradient gear. When any port receives a gradient signal, the actual gradient can be determined according to the definition of that port.

[0078] When the gear shifter is triggered, it controls the signal generation circuit connected to the gear shifter to generate a corresponding gradient signal based on the current position of the gradient control handle 1 (i.e., the current gear position). This signal is then sent to the traction control system and the braking control system. The traction control system and the braking control system can directly identify the gradient of the current driving segment based on this gradient signal. For example, if the gradient control handle 1 is pushed to the 10-degree uphill position, the signal generation circuit will generate and send a gradient signal indicating a 10-degree uphill gradient for the current driving segment. Upon receiving this signal, the traction control system and the braking control system can directly determine that the current driving segment has a 10-degree uphill gradient without going through the train control system. This achieves the goal of recognizing gradient signals even when the train control system malfunctions.

[0079] In some embodiments, the gear adjuster is a rotating wheel;

[0080] The rotating wheel is connected to the slope control handle 1, and the rotating wheel rotates when the slope control handle 1 is pushed.

[0081] The signal generation circuit is equipped with multiple contact switches; different contact switches correspond to different preset slope levels.

[0082] The rotating wheel is used to trigger the contact switch corresponding to the preset slope level based on the current position of the slope control handle 1.

[0083] The signal generation circuit is used to generate a slope signal corresponding to the preset slope level of the contact switch when the contact switch is triggered.

[0084] To improve the reliability of hard-line controlled gradient, the gear adjuster in this application is actually a mechanical structure consisting of a rotating wheel composed of multiple cams. The rotation centers of these cams are all the same as the rotation axis of the gradient control handle 1. When the gradient control handle 1 is rotated, these cams rotate accordingly. Additionally, the signal generation circuit is equipped with multiple contact switches, the same number as the cams. These contact switches are normally open. Each cam triggers a different contact switch. When each contact switch is triggered, the signal generation circuit generates a gradient signal for a different preset gradient gear. Based on this, by reasonably setting the angle of the cams, when the gradient control handle 1 is pushed to a certain gear, the contact switch for that gear is pressed by the cam and triggered to conduct. This allows the signal generation circuit to generate the gradient signal corresponding to that contact switch and send it to the traction control system and braking control system.

[0085] Each cam has a protruding structure in a different position. When the slope control handle 1 is pushed, the cam rotates, and the position of the protruding structure on the cam changes accordingly. When the slope control handle 1 is pushed to a certain slope setting, the protruding structure on one cam will press against the contact switch corresponding to that slope setting. At the same time, the protruding structures on all other cams will not press against any other contact switch, meaning that only one contact switch is triggered and connected. These contact switches are mainly implemented by a lever and a spring. Under normal circumstances, the spring pushes the lever to open the contact switch. When the lever is pressed down by the protruding structure of a cam, the contact switch will close and connect.

[0086] To illustrate this clearly, let's take an example: Suppose there are three incline settings: 5 degrees, 10 degrees, and 15 degrees. When the incline control handle 1 is pushed from position 0 to the 5-degree setting, the cam corresponding to the 5-degree setting will press the contact switch corresponding to the 5-degree setting, triggering its conduction. At the same time, the cams corresponding to the 10-degree and 15-degree settings will not press the contact switches corresponding to the 0-degree and 15-degree settings, respectively. At this point, after the contact switch corresponding to the 5-degree setting is activated, the signal generation circuit will generate an incline signal representing an incline of 5 degrees and send it to the traction control system and the braking force control system.

[0087] Please refer to Figure 5 , Figure 5 This is a front view of a driver controller provided in this application. Figure 5 The long, narrow structure on the left is the rotating wheel, and each of the thin rectangular strips is a cam. Figure 5 There are a large number of cams, each of which is in contact with the structure above it (contact switch). When the slope control handle 1 is turned, these cams turn accordingly. When the slope control handle 1 reaches a certain position, the cam corresponding to that position will press the contact switch above it, and the other cams will not press the contact switch above them.

[0088] It should also be noted that the voltage detection method of potentiometer 11 in the above embodiment and the signal generation method of cam pressing in this embodiment can be used simultaneously. It is sufficient that both are set in the slope controller and share the same rotation axis as the slope control handle 1. Figure 5 On the far left, next to the cam, is the potentiometer 11 and the universal coupling.

[0089] This rotating wheel structure allows the gear shifter to physically control the signal generation circuit to generate different slope signals, improving the reliability of hard-wired slope control.

[0090] In some embodiments, a locking button 10 is also included;

[0091] The locking button 10 is used to lock the slope control handle 1 when it is not pressed, and to unlock the slope control handle 1 when it is pressed.

[0092] To prevent accidental operation, this application also includes a locking button 10 in the gradient controller. This button is also a push-button switch. When the train driver presses the locking button 10, the lock on the rotating shaft of the gradient control handle 1 is unlocked, allowing the train driver to normally push the gradient control handle 1. When the locking button 10 is not pressed, the gradient control handle 1 is locked. Based on this, when the train is traveling on a section of track with a fixed gradient, after pushing the gradient control handle 1, pressing the locking button 10 again to make it pop up and lock the gradient control handle 1 will fix the gradient signal at the current position, preventing the gradient control handle 1 from being pushed in case of accidents.

[0093] In some embodiments, the gradient signal generator is also used to send a manual control signal to the train control system so that the train control system shuts down all other devices used for gradient detection when it detects the manual control signal.

[0094] To enable the train control system to detect the position of the gradient control handle 1, this application also includes an auxiliary contact 12. When the gradient control handle 1 is pushed away from the reference position 0, the auxiliary contact 12 is triggered and connected, operating on the same principle as the aforementioned contact switch. When the gradient control handle 1 is in position 0, the auxiliary contact 12 is closed; when the gradient control handle 1 is in position 0, the auxiliary contact 12 is open. The train control system detects the voltage level of the auxiliary contact 12 to cut off the automatic gradient detection signal and instead uses the gradient signal from the gradient controller handle as the source of the vehicle's gradient signal.

[0095] Please refer to Figure 5 and Figure 6 , Figure 5 This is a front view of a driver controller provided in this application. Figure 6 The top view of a driver controller provided in this application includes a direction control handle 3, a speed control handle 4, a direction signal generator and a speed signal generator, and also includes a slope controller as described above.

[0096] The direction control handle 3 is connected to the direction signal generator;

[0097] Speed ​​control handle 4 is connected to the speed signal generator;

[0098] The direction signal generator, speed signal generator, and gradient controller are all connected to the train control system.

[0099] The specific functions of the direction control handle 3, speed control handle 4, direction signal generator and speed signal generator are consistent with those of the direction control handle 3, speed control handle 4, direction signal generator and speed signal generator in the prior art, and this application does not limit them.

[0100] To facilitate train driver operation, the gradient controller in the above embodiment is integrated into the driver controller. For a detailed description of the driver controller, please refer to the above embodiment of the gradient controller, which will not be repeated here.

[0101] Based on the above embodiments:

[0102] In some embodiments, an interlocking device is also included;

[0103] The interlocking device is respectively connected to the direction control handle 3, the speed control handle 4, and the slope control handle 1 in the slope controller;

[0104] The interlocking device is used to lock the speed control handle 4 and the slope control handle 1 when the direction control handle 3 is in the initial position, and to unlock the speed control handle 4 and the slope control handle 1 when the direction control handle 3 is not in the initial position; and to lock the direction control handle 3 when either the speed control handle 4 or the slope control handle 1 is not in the initial position, and to unlock the direction control handle 3 when both the speed control handle 4 and the slope control handle 1 are in the initial position.

[0105] To prevent misoperation and ensure train safety, this application incorporates a mechanical interlock between the three handles, restricting their movement. Specifically, for ease of description, the reference position of each of the three handles is considered to be 0: when the direction control handle 3 is in the 0 position (i.e., when it is not specified whether the train is moving forward or backward), the other two handles are locked to prevent accidental train movement; when the direction control handle 3 is not in the 0 position, but in the "forward" or "reverse" position, the other two handles can be moved; and when the other two handles are not in the 0 position, i.e., when either the speed control handle 4 or the gradient control handle 1 is not in the 0 position, the direction control handle 3 is locked to prevent sudden turning during train operation.

[0106] Taking actual train operation as an example, before the train starts moving, all three levers are in the 0 position. First, the direction control lever 3 must be pushed before the other two levers can be pushed to start the train. During operation, if the train's direction needs to be adjusted, the speed control lever 4 and the gradient control lever 1 must both be returned to the 0 position. Only after the train's actual speed has reached zero can the driver push the direction control lever 3 to adjust the train's direction. Similarly, when stopping the train, the speed control lever 4 and the gradient control lever 1 must both be returned to the 0 position first. After the train's actual speed has reached zero, the direction control lever 3 must be returned to the 0 position to stop the train. Based on this, the linkage between the three levers can prevent misoperation and ensure train safety.

[0107] In some embodiments, a master control switch is also included;

[0108] One end of the main control switch is connected to the power supply, and the other end of the main control switch is connected to the train control system.

[0109] The main control switch is used to control the start-up status of the train control system.

[0110] To further prevent misoperation, this application also includes a master control switch. This master control switch controls the operation of the entire train control system and the driver controller. Considering the high priority of this switch, a key switch can be used as the master control switch. Only when the direction control handle 3 is in the 0 position (and the other two handles are also in the 0 position) can the train driver insert or remove the key into the lock on the key switch, effectively authorizing the key and preventing the train from being started or controlled without authorization. When the direction control handle 3 is not in the 0 position (i.e., when the train is moving), the key is locked, preventing it from being removed from the lock, thus preventing a sudden control interruption during train operation. Based on this, misoperation can be further prevented.

[0111] Based on the above embodiments, please refer to Figure 12 , Figure 12The flowchart of a train control method provided in this application describes the process of controlling the braking and traction forces of a train based on the gradient as follows: First, after the train is powered on, it is first determined whether there is a fault in the train control system. If there is no fault, based on potentiometer 11, after the train driver pushes the gradient control handle 1, causing a change in the voltage at the moving end of potentiometer 11, the train control system (TCMS, Train Control and Management System in the figure) detects the voltage signal at the moving end of potentiometer 11 and calculates the gradient based on the voltage signal. Then, the train control system sends the gradient signal to each train control unit through the train's communication network to limit the maximum speed of the train at this gradient. Then, the traction and braking systems on the train also adjust the traction and braking forces of the train according to the gradient signal sent by the train control system, so that the actual speed of the train adapts to this gradient.

[0112] This application also provides a train control system, including a train control system body and a driver controller as described above;

[0113] The driver controller is connected to the train control system.

[0114] For a detailed description of the train control system also provided in this application, please refer to the above-described driver controller embodiment; further details will not be repeated here.

[0115] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the driver controller and train control system disclosed in the embodiments, since they correspond to the gradient controller disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to the method section.

[0116] It should also be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, article, or apparatus that includes said element.

Claims

1. A slope controller, characterized in that, include: Slope control handle and slope signal generator; The slope control handle is connected to the slope signal generator; The gradient signal generator is used to generate a corresponding gradient signal based on the current position of the gradient control handle and send it to the train control system so that the train control system can adjust the traction and braking force of the train according to the gradient signal; wherein, the gradient signal includes at least an uphill signal, a flat signal, and a downhill signal; The gradient signal generator is also used to send a manual control signal to the train control system so that the train control system can shut down all other devices used for gradient detection when it detects the manual control signal. The slope signal generator includes a universal coupling, a potentiometer, and a voltage detection device; The first and second stationary terminals of the potentiometer are respectively connected to the two poles of the power supply, and the moving terminal of the potentiometer is in contact with the universal coupling. The universal coupling is used to adjust the position of the moving end of the potentiometer according to the current position of the slope control handle; The voltage detection device is used to detect the voltage signal at the moving end of the potentiometer and send the voltage signal as the gradient signal to the train control system. The gradient signal generator is also used to send a manual control signal to the train control system so that the train control system can shut down all other devices used for gradient detection when it detects the manual control signal. or: The slope signal generator includes a gear adjuster and a signal generation circuit; The gear adjuster is connected to the slope control handle, and the gear adjuster is provided with multiple preset slope gears; wherein, different preset slope gears correspond to different slope signals. The gear adjuster is used to control the signal generating circuit to generate a corresponding gradient signal and send it to the traction control system and braking control system on the train according to the preset gradient gear where the gradient control handle is currently located. This allows the traction control system to adjust the traction force of the train according to the gradient signal, and the braking control system to adjust the braking force of the train according to the gradient signal.

2. The slope controller as described in claim 1, characterized in that, The gear adjuster is a rotating wheel; The rotating wheel is connected to the slope control handle, and the rotating wheel rotates when the slope control handle is pushed. The signal generating circuit is equipped with multiple contact switches; wherein, different contact switches correspond to different preset slope levels; The rotating wheel is used to trigger the contact switch corresponding to the preset slope level according to the current position of the slope control handle. The signal generation circuit is used to generate a slope signal corresponding to the preset slope level of the contact switch when the contact switch is triggered.

3. The slope controller as described in claim 1, characterized in that, It also includes a lock button; The locking button is used to lock the slope control handle when it is not pressed and to unlock the slope control handle when it is pressed.

4. A driver controller, characterized in that, It includes a direction control handle, a speed control handle, a direction signal generator, and a speed signal generator, and also includes a slope controller as described in any one of claims 1 to 3; The direction control handle is connected to the direction signal generator; The speed control handle is connected to the speed signal generator; The direction signal generator, the speed signal generator, and the gradient controller are all connected to the train control system.

5. The driver controller as described in claim 4, characterized in that, It also includes interlocking devices; The interlocking device is connected to the direction control handle, the speed control handle, and the slope control handle in the slope controller, respectively. The interlocking device is used to lock the speed control handle and the slope control handle when the direction control handle is in the initial position, and to unlock the speed control handle and the slope control handle when the direction control handle is not in the initial position; and to lock the direction control handle when either the speed control handle or the slope control handle is not in the initial position, and to unlock the direction control handle when both the speed control handle and the slope control handle are in the initial position.

6. The driver controller as described in claim 5, characterized in that, It also includes the main control switch; One end of the main control switch is connected to the power supply, and the other end of the main control switch is connected to the train control system; The master control switch is used to control the start-up status of the train control system.

7. A train control system, characterized in that, It includes the train control system body, and also includes the driver controller as described in any one of claims 4 to 6; The driver controller is connected to the train control system.

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