Suspension monorail decentralized train control system

Abstract

This invention relates to a decentralized train control system for a suspended monorail, comprising an automatic train control unit (ATU) and a traction controller system, and a communication bus. The ATU and traction controller system are connected via the communication bus. The ATU directly acquires traction force feedback information, braking force feedback information, idling status information, slippage status information, electro-pneumatic conversion information, and coasting recommendation information from the traction controller system via the communication bus, and directly sends traction commands, braking commands, and level information to the traction controller system via the communication bus. Compared with the prior art, this invention has the advantages of effectively ensuring the consistency between the ATU and the traction and braking system.

Description

Technical Field

[0001] This invention relates to the field of train control, and in particular to a decentralized train control system for a suspended monorail. Background Technology

[0002] Automatic Train Operation (ATO) is a device that controls the automatic operation of trains. It is widely used in the field of rail transit. For example, in the field of urban rail transit, the vast majority of vehicles are equipped with ATO.

[0003] To improve the punctuality of line operation, ATO needs to adjust its operating speed based on its own position and desired position. In some existing technologies, ATO obtains the vehicle's speed, traction and braking information to issue traction / braking commands and level information.

[0004] Furthermore, there is no direct interface between the existing ATO and the traction / braking system. In the existing technology, the ATO obtains traction and braking information by interacting with the Train Control and Management System (TCMS). After the train TCMS collects traction / braking commands and level information, it forwards them to the traction and braking system for corresponding control. Similarly, the ATO also obtains feedback from the traction / braking system through the TCMS, which leads to lag in train control, affecting the efficiency of train control, energy saving in mainline sections, frequent traction / braking switching in sections, and precise stopping at stations. Summary of the Invention

[0005] The purpose of this invention is to provide a decentralized train control system for a suspended monorail, in which the automatic train control device and the traction controller system are connected via a communication bus. Compared with forwarding through the TCMS system, this greatly improves timeliness and effectively ensures the consistency between the automatic train control device and the traction and braking system, such as preventing slippage, inconsistent speed measurement, blind control during electro-pneumatic transition, and repeated switching of traction / braking during section operation, resulting in a smoother control process.

[0006] The objective of this invention can be achieved through the following technical solutions: A decentralized train control system for a suspended monorail includes an automatic train control device and a traction controller system, and also includes a communication bus, wherein the automatic train control device and the traction controller system are connected through the communication bus; The automatic train control device directly acquires traction force feedback information, braking force feedback information, idling status information, slippage status information, electro-pneumatic switching information, and coasting recommendation information from the traction controller system via the communication bus. And it can send traction commands, braking commands and level information directly to the traction controller system through the communication bus.

[0007] The communication bus is an MVB bus.

[0008] The idle processing procedure of the train control system includes: The automatic train control device listens for idling status information. If it receives idling status information, the automatic train control system determines whether idling is occurring. If so, it reduces the traction force and outputs the corresponding traction command and level information. If the automatic train control device does not receive idling status information, the automatic train control system determines whether idling has occurred. If so, it determines whether the cumulative number of idling times without receiving idling information has reached a pre-configured first threshold. If so, it reduces the traction force and outputs the corresponding traction command and level information.

[0009] The first threshold is 3.

[0010] The slippage handling process of the train control system includes: The automatic train control device listens for slippage status information. If it receives slippage status information, the automatic train control system determines whether slippage has occurred. If so, it reduces the braking force and outputs the corresponding braking command and level information. If the automatic train control device does not receive slippage status information, the automatic train control system determines whether slippage has occurred. If so, it determines whether the cumulative number of slippages without receiving slippage information has reached the pre-configured second threshold. If so, it reduces the braking force and outputs the corresponding braking command and level information.

[0011] The second threshold is 3.

[0012] The electro-pneumatic processing of the train control system includes: The automatic train control device listens to electro-pneumatic switching information. If it receives electro-pneumatic switching information, the automatic train control system determines whether the current train speed matches the expected speed. If yes, it maintains the current braking force until it stops. Otherwise, it adjusts the braking force and traction force and outputs the corresponding traction command, braking command and level information. If the automatic train control unit does not receive the electro-pneumatic conversion information, the automatic train control system adjusts the braking force and traction force, and outputs the corresponding traction command, braking command and level information.

[0013] The train speed is obtained through communication with the train control and monitoring system.

[0014] The coasting recommendation process of the train control system includes: The automatic train control device listens for coasting recommendation information. If it receives coasting recommendation information, the automatic train control system determines whether to output a traction command. If so, it interrupts the output of the traction command and level information. If the automatic train control device receives coasting recommendation information and does not currently intend to output a traction command, it determines whether it intends to output a braking command. If yes, it determines whether not outputting a braking command will result in speeding. If yes, it outputs a braking command and level information; otherwise, it interrupts the output of the braking command and level information.

[0015] The communication bus is a CAN bus.

[0016] Compared with the prior art, the present invention has the following beneficial effects: 1. The automatic train control device and traction controller system are connected through a communication bus. Compared with forwarding through the TCMS system, this can greatly improve timeliness and effectively ensure the consistency between the automatic train control device and the traction and braking system, such as: slippage, inconsistent speed measurement, blind control during electro-pneumatic transition, and repeated switching of traction / braking during section operation, etc., making the control process smoother.

[0017] 2. Improved accuracy can effectively reduce the frequency of traction / braking switching between sections by the automatic train control device, and simultaneously increase the coasting time, which can effectively improve the energy-saving effect of a single train.

[0018] 3. Based on the slippage information provided by the traction and braking system, it can effectively prevent slippage caused by excessive traction force when leaving the station, and effectively prevent slippage caused by excessive braking force when entering the station.

[0019] 4. Based on the electro-pneumatic switching information provided by the traction braking system, blind control is reduced, and the accuracy of train stopping is effectively improved.

[0020] 5. By providing real-time feedback on train speed, the accuracy of ATO (Automatic Train Control) is effectively improved. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the principle and structure of the present invention; Figure 2 A schematic diagram illustrating the control effect in one embodiment of the present invention; Figure 3 This is a schematic diagram of the speed information processing process; Figure 4 This is a schematic diagram of the idling process; Figure 5 This is a schematic diagram of the slippage treatment process; Figure 6 This is a schematic diagram of the electro-pneumatic processing procedure; Figure 7 A schematic diagram of the lazy recommendation process. Detailed Implementation

[0022] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments. These embodiments are based on the technical solution of the present invention and provide detailed implementation methods and specific operating procedures. However, the scope of protection of the present invention is not limited to the following embodiments.

[0023] A suspended monorail decentralized train control system includes an automatic train control unit and a traction controller system, and also includes a communication bus, wherein the automatic train control unit and the traction controller system are connected through the communication bus. The automatic train control unit directly acquires traction force feedback information, braking force feedback information, idling status information, slippage status information, electro-pneumatic switching information, and coasting recommendation information from the traction controller system via the communication bus. It can also send traction commands, braking commands, and level information directly to the traction controller system via the communication bus.

[0024] The automatic train control unit and the traction controller system are connected via a communication bus. Compared with forwarding through the TCMS system, this can greatly improve timeliness and effectively ensure the consistency between the automatic train control unit and the traction and braking system, such as preventing slippage, inconsistent speed measurement, blind control during electro-pneumatic transition, and repeated switching of traction / braking during inter-section operation. The control process is smoother.

[0025] Generally, in this embodiment, the communication bus is an MVB bus, which has lower cost and higher reliability. Of course, in some other embodiments, a CAN bus design can also be used.

[0026] In this application, adjustments have been made to the speed information processing, idling processing, slippage processing, electro-pneumatic processing, and coasting recommendation processing of the train control system. The Automatic Train Control (ATO) is the device that controls the train's operation, while the Automatic Train Control (ATC) system comprises the Automatic Train Protection (ATP) system and the ATO. like Figure 3 As shown, train speed is obtained through communication with the train control and monitoring system; therefore, the speed information processing process includes: After receiving the train speed, ATO determines whether it matches the expected speed. If it matches, the current control strategy is maintained and no change is needed; otherwise, the level information is adjusted. In the specific process of adjusting the level information, if the train speed is greater than the expected speed, a braking command is applied to reduce the current speed; at the same time, the level information is increased to enable rapid deceleration. If the train speed is lower than the expected speed, a traction command is applied to increase the current speed; at the same time, level information is added to enable rapid acceleration.

[0027] Specifically, such as Figure 4 As shown, the idle processing procedure of the train control system includes: The automatic train control device listens for idling status information. If it receives idling status information, the automatic train control system determines whether idling is occurring. If so, it reduces the traction force and outputs the corresponding traction command and level information. If the automatic train control device does not receive idling status information, the automatic train control system determines whether idling has occurred. If so, it determines whether the cumulative number of idlings without receiving idling information has reached the pre-configured first threshold. If so, it reduces the traction force and outputs the corresponding traction command and level information.

[0028] In this embodiment, the first threshold is 3.

[0029] Specifically, such as Figure 5 As shown, the slippage handling process of the train control system includes: The automatic train control device monitors slippage information. If slippage information is received, the automatic train control system determines whether slippage has occurred. If so, it reduces the braking force and outputs the corresponding braking command and level information. If the automatic train control device does not receive slippage status information, the automatic train control system determines whether slippage has occurred. If so, it determines whether the cumulative number of slippages without receiving slippage information has reached the pre-configured second threshold. If so, it reduces the braking force and outputs the corresponding braking command and level information.

[0030] In this embodiment, the second threshold is 3.

[0031] Specifically, such as Figure 6 As shown, the electro-pneumatic processing of the train control system includes: The automatic train control unit listens for electro-pneumatic switching information. If it receives electro-pneumatic switching information, the automatic train control system determines whether the current train speed matches the desired speed. If yes, it maintains the current braking force until the train stops. Otherwise, it adjusts the braking force and traction force and outputs the corresponding traction command, braking command and level information. If the automatic train control unit does not receive the electro-pneumatic conversion information, the automatic train control system adjusts the braking force and traction force, and outputs the corresponding traction command, braking command and level information.

[0032] Specifically, such as Figure 7 As shown, the coasting recommendation process of the train control system includes: The automatic train control device listens for coasting recommendation information. If it receives coasting recommendation information, the automatic train control system determines whether to output a traction command. If so, it interrupts the output of the traction command and level information. If the automatic train control device receives coasting recommendation information and does not currently intend to output a traction command, it determines whether it intends to output a braking command. If yes, it determines whether not outputting a braking command will result in speeding. If yes, it outputs a braking command and level information; otherwise, it interrupts the output of the braking command and level information.

[0033] Furthermore, in the case of a suspended monorail, the distance between the two rows of wheels is relatively close. When the wheel control is inconsistent, it is not easy to generate steering torque. Therefore, the power response speed is faster. After obtaining more accurate and timely traction and braking information, the faster power response speed can maximize the advantages of the new communication architecture, thereby making the control more precise and increasing the proportion of inertial working conditions.

[0034] The following test was conducted on a specific road section, from station 1 to station 2, including: 400 km / h traction (t1), 500 km / h cruise (t2), 600 km / h coasting (t3), and 700 km / h service braking (t4), for a total of four stages. The results are as follows... Figure 2 The results shown Figure 2 In the diagram, the green line represents the ATO target speed, the yellow line represents the vehicle's actual braking force, the red line represents the ATP speed limit, and the black line represents the vehicle's actual traction force.

[0035] The 400 traction t1 stage indicates the vehicle's departure and start-up phase. While ensuring passenger comfort, the traction force can be appropriately increased. For example... Figure 2 As shown, in the 400 traction t1 stage, the runtime can be optimized by about 27% by adopting the communication architecture and control strategy of this application.

[0036] The 500 cruise t2 stage represents the vehicle's cruise acceleration stage. Using the communication architecture and control strategy of this application, the running time can be optimized by approximately 7%.

[0037] The 600 coasting t3 stage represents the vehicle's coasting neutral phase. During this stage, frequent switching between traction and braking occurs, resulting in poor fuel economy and control. Figure 2 As shown, with a 600-second idle time of t3, the runtime can be optimized by 7% using the communication architecture and control strategy of this application. 700 is the normal braking stage, indicating the stage when the vehicle brakes and stops. At low speeds, the ATO control is affected by the electro-pneumatic switching, such as... Figure 2 As shown, during the 700-speed common braking phase, the communication architecture and control strategy of this application are adopted to avoid the electro-pneumatic conversion process, which can effectively improve parking accuracy and efficiency, and optimize the running time by 13%.

[0038] like Figure 2As shown, the overall running time (t=t1+t2+t3+t4) can be optimized by 17% by using ATO and direct traction / braking control methods to move the vehicle from station 1 to station 2.

[0039] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

Claims

1. A suspended monorail decentralized train control system, comprising an automatic train control device and a traction controller system, characterized in that, It also includes a communication bus, through which the automatic train control device and the traction controller system are connected; The automatic train control device directly acquires traction force feedback information, braking force feedback information, idling status information, slippage status information, electro-pneumatic switching information, and coasting recommendation information from the traction controller system via the communication bus. And it can directly send traction commands, braking commands and level information to the traction controller system through the communication bus; The idle processing procedure of the train control system includes: The automatic train control device listens for idling status information. If it receives idling status information, the automatic train control system determines whether idling is occurring. If so, it reduces the traction force and outputs the corresponding traction command and level information. If the automatic train control device does not receive idling status information, the automatic train control system determines whether idling has occurred. If so, it determines whether the cumulative number of idling times without receiving idling information has reached a pre-configured first threshold. If so, it reduces the traction force and outputs the corresponding traction command and level information.

2. The suspended monorail decentralized train control system according to claim 1, characterized in that, The communication bus is an MVB bus.

3. The suspended monorail decentralized train control system according to claim 1, characterized in that, The first threshold is 3.

4. The suspended monorail decentralized train control system according to claim 1, characterized in that, The slippage handling process of the train control system includes: The automatic train control device listens for slippage status information. If it receives slippage status information, the automatic train control system determines whether slippage has occurred. If so, it reduces the braking force and outputs the corresponding braking command and level information. If the automatic train control device does not receive slippage status information, the automatic train control system determines whether slippage has occurred. If so, it determines whether the cumulative number of slippages without receiving slippage information has reached the pre-configured second threshold. If so, it reduces the braking force and outputs the corresponding braking command and level information.

5. A suspended monorail decentralized train control system according to claim 4, characterized in that, The second threshold is 3.

6. A suspended monorail decentralized train control system according to claim 1, characterized in that, The electro-pneumatic processing of the train control system includes: The automatic train control device listens to electro-pneumatic switching information. If it receives electro-pneumatic switching information, the automatic train control system determines whether the current train speed matches the expected speed. If yes, it maintains the current braking force until it stops. Otherwise, it adjusts the braking force and traction force and outputs the corresponding traction command, braking command and level information. If the automatic train control unit does not receive the electro-pneumatic conversion information, the automatic train control system adjusts the braking force and traction force, and outputs the corresponding traction command, braking command and level information.

7. A suspended monorail decentralized train control system according to claim 6, characterized in that, The train speed is obtained through communication with the train control and monitoring system.

8. A suspended monorail decentralized train control system according to claim 1, characterized in that, The coasting recommendation process of the train control system includes: The automatic train control device listens for coasting recommendation information. If it receives coasting recommendation information, the automatic train control system determines whether to output a traction command. If so, it interrupts the output of the traction command and level information. If the automatic train control device receives coasting recommendation information and does not currently intend to output a traction command, it determines whether it intends to output a braking command. If yes, it determines whether not outputting a braking command will result in speeding. If yes, it outputs a braking command and level information; otherwise, it interrupts the output of the braking command and level information.

9. A suspended monorail decentralized train control system according to claim 1, characterized in that, The communication bus is a CAN bus.

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