A new train wake-up method

Abstract

This invention relates to the field of train wake-up technology, specifically a novel train wake-up method. By rationally dividing the train wake-up self-test process into low-voltage power-on test and high-voltage power-on test, the self-test efficiency is improved. Furthermore, a pre-low-voltage power-on test is added before the low-voltage power-on test, and a pre-high-voltage power-on test is added before the high-voltage power-on test. The advantages of this invention are that the rational division of the self-test process improves self-test efficiency, and the addition of pre-low-voltage and pre-high-voltage power-on tests increases the train wake-up success rate.

Description

Technical Field

[0001] This invention relates to the field of train wake-up technology, and in particular to a new train wake-up method. Background Technology

[0002] Currently, unattended fully automated train operation systems require remote wake-up functionality. Train wake-up is not simply about powering on the train control equipment and vehicle equipment; the purpose of wake-up is to ensure that the train can be put into normal operation.

[0003] Existing wake-up solutions focus primarily on equipment testing items, failing to consider whether the fundamental requirements for train power-on operation are met. This can lead to situations where equipment passes tests but still fails to meet the requirements for train operation. Furthermore, existing wake-up solutions do not categorize and optimize equipment test sequences, often employing a serial approach, resulting in low efficiency, long testing times, and impacting operational efficiency. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of the prior art and provide a new method for waking up trains.

[0005] The objective of this invention is achieved through the following technical solution: a new train wake-up method, comprising the following steps:

[0006] After receiving the wake-up signal sent by the control center, the train performs a low-voltage power-on test.

[0007] If the low-voltage power-on test result is abnormal, the train sends an error signal to the control center; if the low-voltage power-on test result is normal, the train enters the low-voltage power-on test.

[0008] In the low-voltage power-on test, if the low-voltage power-on test result is abnormal, the train exits the wake-up process and sends a wake-up failure signal to the control center; if the low-voltage power-on test result is normal, the train enters the high-voltage power-on pre-test.

[0009] If the high-voltage power-on test result is abnormal, the train sends an error signal to the control center; if the high-voltage power-on test result is normal, the train enters the high-voltage power-on test.

[0010] During the high-voltage power-on test, if the high-voltage power-on test result is abnormal, the train will exit the wake-up process and send a wake-up failure signal to the control center; if the high-voltage power-on test result is normal, the train will send a wake-up success signal to the control center.

[0011] In this invention, a pre-low voltage power-on test and a pre-high voltage power-on test are added before the low voltage power-on test and the high voltage power-on test, respectively. If the conditions for the pre-low voltage power-on test and the pre-high voltage power-on test are not met, the train cannot be woken up. In this way, it is ensured that the train can be put into normal operation after passing the self-test process. Furthermore, the power-on test is divided into low voltage power-on and high voltage power-on, and different devices with different voltages are tested separately, which improves the test efficiency and reduces the test time.

[0012] In some embodiments, the conditions for a normal low-voltage power-on test result include the vehicle maintenance button being inactive, the battery not being undervoltage, the train being in a hibernation state, the train being in a hibernation wake-up zone, and the contact network in the hibernation wake-up zone being energized; multiple conditions for a normal low-voltage power-on test result are detected simultaneously; if all the above conditions are met, the high-voltage power-on test result is determined to be normal, otherwise the high-voltage power-on test result is determined to be abnormal.

[0013] In some embodiments, the low-voltage power-on test includes a train control equipment test and a vehicle equipment test, which are performed simultaneously. If the test results of both the train control equipment test and the vehicle equipment test are normal, then the low-voltage power-on test result is normal.

[0014] In some embodiments, the train control equipment testing includes testing of the main unit box main board, the main unit box ATO main board, the main unit box communication control board, the main unit communication switching board, the insertion box input processing board, the output box output processing board, and the BTM box.

[0015] In some embodiments, the vehicle equipment testing includes TCMS equipment testing, traction equipment testing, auxiliary power supply equipment testing, braking system equipment testing, passenger information system testing, air conditioning system testing, door system testing, on-board wireless testing, ground PIS on-board equipment testing, obstacle and derailment detection system testing, smoke and fire alarm system testing, circuit breaker status testing, LCU system testing, escape door and cover plate testing, and non-permanent bus contactor status testing.

[0016] In some embodiments, the conditions for a normal high-voltage power-on test result include a preset maximum driving mode of FAM, the driver's key being in the off position, normal onboard VOBC head-to-tail communication, and the train being in a sleep-wake-up parking area. If all of the above conditions are met, the high-voltage power-on test result is determined to be normal; otherwise, the high-voltage power-on test result is determined to be abnormal.

[0017] In some embodiments, the high-voltage power-on test includes the following tests performed sequentially: parking brake test, comprehensive test one, emergency brake test, service brake test, comprehensive test two, door test, and traction test. If all high-voltage power-on test items are normal, the high-voltage power-on test result is normal; if any high-voltage power-on test item is abnormal, the high-voltage power-on test result is abnormal.

[0018] In some embodiments, the parking brake test, emergency brake test, service brake test, comprehensive test II, door test and traction test are all subjected to a second test after the train ends are switched after the first test is completed.

[0019] In some embodiments, the comprehensive test one includes air compressor testing, lighting testing, air conditioning testing, and braking testing; the test items in the comprehensive test one are performed simultaneously.

[0020] In some embodiments, the second comprehensive test includes a train broadcast test and a creep mode test; the test items in the second comprehensive test are performed simultaneously.

[0021] The present invention has the following advantages:

[0022] By rationally dividing the train wake-up self-test items into low-voltage power-on tests and high-voltage power-on tests according to the equipment voltage, the testing efficiency is improved; and by adding low-voltage power-on pre-test procedures and high-voltage power-on pre-test procedures before the low-voltage power-on tests and high-voltage power-on tests, it is ensured that trains that pass the wake-up self-test procedures can be successfully put into operation. Attached Figure Description

[0023] Figure 1 This is a flowchart illustrating a novel train wake-up method according to the present invention.

[0024] Figure 2 This is a detailed flowchart illustrating a novel train wake-up method according to the present invention. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only for explaining the invention and are not intended to limit the invention; that is, the described embodiments are merely some embodiments of the invention, and not all embodiments. The components of the embodiments of the invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0026] The present invention will be further described below with reference to the accompanying drawings, but the scope of protection of the present invention is not limited to the following description.

[0027] like Figures 1-2 As shown, a new train wake-up method includes the following steps:

[0028] S1: After receiving the wake-up signal sent by the control center, the train performs a low-voltage power-on test;

[0029] If the low-voltage power-on test result is abnormal, the train sends an error signal to the control center; if the low-voltage power-on test result is normal, the train enters the low-voltage power-on test.

[0030] Specifically, in this embodiment, when the pre-power-on test result is abnormal, the train sends an error signal to the control center, the control center enters a waiting state, and prompts the staff to manually inspect and handle the issue; when the pre-power-on test result is normal, the train sends a normal pre-power-on test result signal to the control center, the control center receives the signal, and sends a low-voltage power-on test signal to the train, and the train begins to perform the low-voltage power-on test.

[0031] S2: Low-voltage power-on test. If the low-voltage power-on test result is abnormal, the train exits the wake-up process and sends a wake-up failure signal to the control center; if the low-voltage power-on test result is normal, the train enters the high-voltage power-on test.

[0032] Specifically, in this embodiment, when the low-voltage power-on test result is abnormal, the train sends a low-voltage power-on test result abnormal signal to the control center. After receiving the signal, the control center sends an exit wake-up process signal to the train and reminds the staff of the wake-up failure. After receiving the exit wake-up process signal, the train exits the wake-up process. When the low-voltage power-on test result is normal, the train sends a low-voltage power-on test result normal signal to the control center. After receiving the signal, the control center sends a high-voltage power-on pre-test signal to the train, and the train begins the high-voltage power-on pre-test process.

[0033] S3: High-voltage power-on test. If the result of the high-voltage power-on test is abnormal, the train sends an error signal to the control center; if the result of the high-voltage power-on test is normal, the train enters the high-voltage power-on test.

[0034] Specifically, in this embodiment, when the test result before high voltage power-on is abnormal, the train sends an abnormal test result signal to the control center, the control center enters a waiting state and reminds the staff to carry out maintenance; when the test result before high voltage power-on is normal, the train sends a normal test result signal to the control center, the control center receives the signal and sends a high voltage power-on test signal to the train, and the train begins the high voltage power-on test.

[0035] S4: High-voltage power-on test. If the high-voltage power-on test result is abnormal, the train will exit the wake-up process and send a wake-up failure signal to the control center; if the high-voltage power-on test result is normal, the train will send a wake-up success signal to the control center.

[0036] Specifically, in this embodiment, when the high-voltage power-on test result is abnormal, the train sends a high-voltage power-on result abnormal signal to the control center. After receiving the signal, the control center sends an exit wake-up process signal to the train and prompts the staff that the wake-up failed. After receiving the exit wake-up process signal, the train exits the wake-up process. When the high-voltage power-on test result is normal, the train sends a high-voltage power-on test result normal signal to the control center. After receiving the signal, the control center prompts that the train has been successfully woken up.

[0037] Preferably, the conditions for a normal low-voltage power-on test result include the vehicle maintenance button being inactive, the battery not being undervoltage, the train being in a hibernation state, the train being in a hibernation-wake-up zone, and the contact network in the hibernation-wake-up zone being energized; multiple test items for conditions for a normal low-voltage power-on test result are tested simultaneously; if all the above conditions for a normal low-voltage power-on test result are met, the low-voltage power-on test result is determined to be normal; otherwise, the low-voltage power-on test result is determined to be abnormal.

[0038] In this embodiment, among the conditions for a normal low-voltage power-on test, the following conditions are checked only once during the low-voltage power-on test: the battery is not undervoltage, the train is in a dormant state, the train is in the dormant-to-wake-up zone, and the contact network in the dormant-to-wake-up zone is energized. However, the condition that the vehicle maintenance button is in the inactive position is continuously checked during both the low-voltage power-on test and the low-voltage test. If the vehicle maintenance button is detected as being in the active position during either the low-voltage power-on test or the low-voltage test, the train sends an abnormal low-voltage power-on test result signal to the control center, which then reports an error and prompts staff to handle the situation.

[0039] Preferably, the low-voltage power-on test includes train control equipment testing and vehicle equipment testing, which are performed simultaneously. If the test results of both the train control equipment test and the vehicle equipment test are normal, then the low-voltage power-on test result is normal. In this embodiment, both the train control equipment and the vehicle equipment are on-board equipment, and the simultaneous testing improves testing efficiency.

[0040] Preferably, the train control equipment test includes host box main board test, host box ATO main board test, host box communication control board test, host communication switching board test, insertion box input processing board test, output box output processing board test, and BTM box test.

[0041] Preferably, the vehicle equipment testing includes TCMS equipment testing, traction equipment testing, auxiliary power supply equipment testing, braking system equipment testing, passenger information system testing, air conditioning system testing, door system testing, on-board wireless testing, ground PIS on-board equipment testing, obstacle and derailment detection system testing, smoke and fire alarm system testing, circuit breaker status testing, LCU system testing, escape door and cover plate testing, and non-permanent bus contactor status testing.

[0042] Preferably, the conditions for the high-voltage power-on test result to be normal include the preset highest driving mode being FAM, the driver's key being in the off position, the on-board VOBC head-to-tail communication being normal, and the train being in a hibernation-wake-up parking window; if all the above conditions for the high-voltage power-on test result to be normal are met, then the high-voltage power-on test result is determined to be normal; otherwise, the high-voltage power-on test result is determined to be abnormal.

[0043] In this embodiment, under the condition that the pre-power-on test results are normal: the detection of the two conditions, namely the preset highest driving mode being FAM and the train being in the sleep-wake-up parking area, is only performed once during the pre-power-on test; during the pre-power-on test and the power-on test, the driver's key is continuously tested to see if it is in the off position. If the driver's key is not in the off position, the train sends a pre-power-on test result abnormal signal to the control center. After receiving the signal, the control center enters a waiting state and prompts the staff to handle the situation; during the pre-power-on test and the train switching test, the onboard VOBC head-to-tail communication must be tested to see if it is normal. If the onboard VOBC head-to-tail communication is abnormal, the train sends a pre-power-on test result abnormal signal to the control center. After receiving the signal, the control center reports an error and prompts the staff to handle the situation.

[0044] Preferably, the high-voltage power-on test includes the following tests performed in sequence: parking brake test, comprehensive test one, emergency brake test, service brake test, comprehensive test two, door test, and traction test. If all high-voltage power-on test items are normal, the high-voltage power-on test result is normal; if any high-voltage power-on test item is abnormal, the high-voltage power-on test result is abnormal.

[0045] Specifically, in this embodiment, a high-voltage energization is required before conducting the parking brake test. The high-voltage energization steps include raising the pantograph and closing the high-speed circuit breaker. The parking brake test includes a parking brake application test and a parking brake release test; the emergency brake test includes an emergency brake application test and an emergency brake release test; the service brake test includes a service brake application test and a service brake release test; the door test includes a left door opening test, a left door closing test, a right door opening test, and a right door closing test; and the traction test includes a forward traction test and a rearward traction test.

[0046] Preferably, the parking brake test, emergency brake test, service brake test, comprehensive test II, door test and traction test are all subjected to a second test after the train is switched at one end after the first test is completed.

[0047] Specifically, in the high-voltage power-on test, the parking brake test, emergency brake test, service brake test, comprehensive test two door test, and traction capacity test need to be repeated at both ends of the train. However, the test items in comprehensive test one do not need to be repeated at both ends; TSMC directly provides feedback on the previous test results, improving testing efficiency.

[0048] Preferably, the comprehensive test includes an air compressor test, a lighting test, an air conditioning test, and a braking test; the test items in the comprehensive test are performed simultaneously.

[0049] Preferably, the second comprehensive test includes a train broadcast test and a creep mode test; the test items in the second comprehensive test are performed simultaneously.

[0050] The above description is merely a preferred embodiment of the present invention and does not constitute any limitation on the present invention. Any person skilled in the art can make many possible variations and modifications to the technical solution of the present invention, or modify it into equivalent embodiments, without departing from the scope of the present invention. Therefore, any modifications, equivalent changes, and alterations made to the above embodiments based on the technology of the present invention without departing from the scope of the present invention are within the protection scope of the present invention.

Claims

1. A novel train wake-up method, characterized in that, Includes the following steps: After receiving the wake-up signal from the control center, the train performs a low-voltage power-on test; If the low-voltage power-on test result is abnormal, the train sends an error signal to the control center; if the low-voltage power-on test result is normal, the train enters the low-voltage power-on test. In the low-voltage power-on test, if the low-voltage power-on test result is abnormal, the train exits the wake-up process and sends a wake-up failure signal to the control center; if the low-voltage power-on test result is normal, the train enters the high-voltage power-on pre-test. If the high-voltage power-on test result is abnormal, the train sends an error signal to the control center; if the high-voltage power-on test result is normal, the train proceeds with the high-voltage power-on test. In the high-voltage power-on test, if the high-voltage power-on test result is abnormal, the train will exit the wake-up process and send a wake-up failure signal to the control center; if the high-voltage power-on test result is normal, the train will send a wake-up success signal to the control center. The conditions for a normal low-voltage power-on test result include the vehicle maintenance button being inactive, the battery not being undervoltage, the train being in a hibernation state, the train being in a hibernation wake-up zone, and the contact network in the hibernation wake-up zone being energized; multiple conditions for a normal low-voltage power-on test result are detected simultaneously; if all the above conditions are met, the low-voltage power-on test result is determined to be normal; otherwise, the low-voltage power-on test result is determined to be abnormal.

2. A novel train wake-up method according to claim 1, characterized in that, The low-voltage power-on test includes train control equipment testing and vehicle equipment testing, which are performed simultaneously. If the test results of both the train control equipment testing and the vehicle equipment testing are normal, then the low-voltage power-on test result is normal.

3. A novel train wake-up method according to claim 2, characterized in that, The train control equipment testing includes testing of the main unit box main board, the main unit box ATO main board, the main unit box communication control board, the main unit communication switching board, the insertion box input processing board, the output box output processing board, and the BTM box.

4. A novel train wake-up method according to claim 2, characterized in that, The vehicle equipment testing includes TCMS equipment testing, traction equipment testing, auxiliary power supply equipment testing, braking system equipment testing, passenger information system testing, air conditioning system testing, door system testing, on-board wireless testing, ground PIS on-board equipment testing, obstacle and derailment detection system testing, smoke and fire alarm system testing, circuit breaker status testing, LCU system testing, escape door and cover plate testing, and non-permanent bus contactor status testing.

5. A novel train wake-up method according to claim 1, characterized in that, The conditions for a normal high-voltage power-on test result include the preset highest driving mode being FAM, the driver's key being in the off position, the onboard VOBC head-to-tail communication being normal, and the train being in the hibernation / wake-up parking area. If all of the above conditions are met, the high-voltage power-on test result is determined to be normal; otherwise, the high-voltage power-on test result is determined to be abnormal.

6. A novel train wake-up method according to claim 1, characterized in that, The high-voltage power-on test includes the following tests performed in sequence: parking brake test, comprehensive test one, emergency brake test, service brake test, comprehensive test two, door test, and traction test. If all high-voltage power-on test items are normal, the high-voltage power-on test result is normal; if any high-voltage power-on test item is abnormal, the high-voltage power-on test result is abnormal.

7. A novel train wake-up method according to claim 6, characterized in that, The parking brake test, emergency brake test, service brake test, comprehensive test II, door test, and traction test are all subject to a second test after the train is switched at one end.

8. A novel train wake-up method according to claim 6, characterized in that, The comprehensive test includes air compressor testing, lighting testing, air conditioning testing, and braking testing; the test items in the comprehensive test are performed simultaneously.

9. A novel train wake-up method according to claim 6, characterized in that, The second comprehensive test includes a train broadcast test and a creep mode test; the test items in the second comprehensive test are conducted simultaneously.

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