Direction judgment method during railway vehicle repair

Abstract

The invention relates to a direction judgment method during railway vehicle repair, which is generally used for determining and comprehensively judging the running direction and displacement of a vehicle by acquiring a shaft end photoelectric speed sensor signal and a vehicle direction handle signal on the railway vehicle, and realizing a safety protection function through vehicle-mounted calculation. When a railway vehicle is dragged by other vehicles, has no power and is in a supplementary state, a driver's handle is always kept in a neutral position, and an operation monitoring system cannot obtain vehicle operation direction information, so that the system vehicle operation direction is wrongly calculated. The vehicle wheel set running direction is obtained by judging the phase difference value of the two channels of the shaft end speed sensor for the first time, and therefore the vehicle running direction during machine supplementing is determined according to the wheel set running direction.

Description

Technical Field

[0001] The invention relates to the technical field of rail vehicle operation control, and in particular solves the problem of direction calculation under auxiliary locomotive. Background Art

[0002] Rail vehicles: engineering vehicles and locomotives in urban rail transit, national railways and local railways. Currently, there are a huge number of rail vehicles, and shunting operations are risky. The on-board operation protection system can greatly reduce the operation risk. The current system mainly performs safety protection control based on the speed of the photoelectric speed sensor and the direction of vehicle operation. When in the auxiliary machine, the driver is required to keep the handle consistent with the direction of operation to ensure that the on-board control equipment calculates normally. However, due to the complexity of the vehicle model and the frequent failure of the auxiliary machine to provide power or the inability to collect the handle, if the vehicle direction changes and the software fails to collect, data call errors are prone to occur, which affects normal control when the vehicle returns to the main control from the auxiliary machine. Summary of the invention

[0003] In view of the shortcomings of the prior art, the purpose of the present invention is to provide a method for calculating the direction of a subway engineering vehicle operation monitoring system when supplementing a machine. Without adding any hardware, through software logic and algorithm adjustment, the function of determining the direction of the vehicle without increasing the driver's operation can be achieved.

[0004] The technical solution includes an operation protection system, a shunting protection system, and an on-board display system, and is characterized in that:

[0005] The operation protection system and / or shunting protection system collects information on handle status, operation phase, and basic / supplementary status;

[0006] The handle status information is used as a non-essential auxiliary condition for determining the direction of the vehicle when the vehicle is being supplemented;

[0007] When the handle status information is collected, the direction of the vehicle when the vehicle is supplementing the engine is determined according to the handle status information;

[0008] When the handle status information is missing and the vehicle is the main locomotive, the direction of the vehicle when it is supplementing the locomotive is the current direction;

[0009] When the handle state information is missing and the vehicle is in the auxiliary mode, the direction information of the vehicle in the auxiliary mode is determined and output in combination with the position information of the photoelectric speed sensor at the wheel axle end;

[0010] When the handle status information is missing, and it is a supplementary machine, and the photoelectric speed sensor is installed on the left side, the phase lead is forward, and the phase lag is backward;

[0011] When the handle state information is missing, and it is a supplementary machine, and the photoelectric speed sensor is installed on the right side, the phase lead is backward and the phase lag is forward.

[0012] In the above or some embodiments, the operation protection system collects vehicle handle signals and speed signals through digital and analog interfaces, determines the phase direction of the speed signals, and records the main / auxiliary machine information selected by the driver; the on-board display system provides a human-machine interface for the driver to select the auxiliary machine mode.

[0013] In the above or some embodiments, when the vehicle is in the auxiliary engine state and the vehicle handle signal cannot be obtained, the photoelectric speed sensor can provide at least two speed signals with a speed phase of 90° or 270°.

[0014] In the above or some embodiments, the photoelectric speed sensor is installed on the left side, and when moving forward, the phase difference between the first channel and the second channel is 90°, and the phase lead is forward; when moving backward, the phase difference between the first channel and the second channel is 270°, and the phase lag is backward.

[0015] In the above or some embodiments, the photoelectric speed sensor is installed on the right side. When moving forward, the phase difference between the first channel and the second channel is 270°, and the phase lead is backward. When moving backward, the phase difference between the first channel and the second channel is 90°, and the phase lag is forward.

[0016] The beneficial effects of the present invention are as follows: the present invention automatically determines the running direction of the vehicle under the auxiliary machine through software logic without adding relevant hardware and driver operation, and automatically restores the original running direction determined according to the handle direction after the vehicle exits the auxiliary machine mode; the method of this scheme does not involve any construction and modification of the vehicle, and is easy to implement. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a logic block diagram of software judgment of the present invention. DETAILED DESCRIPTION

[0018] For the above and other technical contents, features and effects of the present invention, please refer to the following attached Figure 1 The detailed description of the embodiments will clearly show that the structural contents mentioned in the following embodiments are all based on the drawings in the specification.

[0019] Exemplary embodiments of the present invention will be described below with reference to the accompanying drawings.

[0020] The technical solution of this patent includes automatic determination of the running direction through software modification and logic determination of the running protection system, shunting protection system and on-board display system;

[0021] The auxiliary locomotive is relative to the main locomotive. The main locomotive is responsible for power traction, and the auxiliary locomotive is often towed by the main locomotive, and the operation protection system is required to calculate the position in real time. The state of the auxiliary locomotive and the main locomotive may be switched at any time; the operation protection system is mainly responsible for the collection and processing of external signals, operation control mode calculation and recording; the shunting protection system is mainly responsible for on-board map analysis, vehicle position calculation, and operation protection point calculation; the display software mainly provides vehicle position display, speed limit display, and the operator presses buttons or inputs parameter information through the touch screen.

[0022] Embodiment 1, a method for determining the direction of a rail vehicle when supplementing a locomotive, comprising: operation control software, a shunting protection system, and an on-board display system, wherein the operation control software and the shunting protection system may also be two functions of the same software. The system operation control software makes a comprehensive judgment on the handle state, the operation phase, and the original / supplementary state to determine the actual vehicle running direction, and sends the determined running direction to the shunting protection system to calculate the vehicle position, which is displayed through the on-board display system;

[0023] Specifically, when the driver chooses to be the main locomotive, the software determines the direction of the vehicle on the map according to the forward or backward state of the driver's handle and the line direction corresponding to one end of the vehicle. For example, if the software is set to the downward direction at the I end, when the handle is forward, the vehicle runs downward on the map, and when the handle is backward, the vehicle runs upward on the map. When the driver chooses to be the auxiliary locomotive, if the software can obtain the locomotive handle signal, the running direction is still determined according to the handle signal. When the software fails to obtain the locomotive handle signal, the software is based on the installation position of the photoelectric speed sensor at the end of the vehicle axle. The installation position of the photoelectric speed sensor has been set in advance, and the vehicle running direction can be determined by the installation position and phase difference of the photoelectric speed sensor. If the photoelectric speed sensor is installed on the left side, the phase difference between the first channel and the second channel is 90° when moving forward, and the phase lead is forward. When moving backward, the phase difference between the first channel and the second channel is 270°, and the phase lag is backward. If the photoelectric speed sensor is installed on the right side, the phase difference between the first channel and the second channel is 270° when moving forward, and the phase lead is backward. When moving backward, the phase difference between the first channel and the second channel is 90°, and the phase lag is forward.

[0024] Embodiment 2: Based on Embodiment 1, since the sensor installation position of each vehicle is different, the screen display provides a speed sensor installation position setting option. Through the maintenance interface, the installation position information of the speed sensor in the vehicle can be set, and the speed phase and vehicle running direction are associated through system preset parameters.

[0025] Embodiment 3: Based on embodiment 1, the primary and auxiliary states of the vehicle can be switched through a primary / auxiliary switch or through a screen display interface.

[0026] When the present invention is used specifically, it can be applied to the vehicle running direction judgment of various types of rail vehicles and mainline locomotives when the handle cannot be collected.

[0027] The beneficial effects of the present invention are as follows: the present invention automatically determines the running direction of the vehicle under the auxiliary machine through software logic without adding relevant hardware and driver operation, and automatically restores the original running direction determined according to the handle direction after the vehicle exits the auxiliary machine mode; the method of this scheme does not involve any construction and modification of the vehicle, and is easy to implement.

Claims

1. A method for determining the direction of a rail vehicle when adding a locomotive, comprising a running protection system, a shunting protection system, and a vehicle-mounted display system, characterized in that: The operation protection system and / or shunting protection system collects information on handle status, operation phase, and basic / supplementary status; The handle status information is used as a non-essential auxiliary condition for determining the direction of the vehicle when the vehicle is being supplemented; When the handle status information is collected, the direction of the vehicle when the vehicle is supplementing the engine is determined according to the handle status information; When the handle status information is missing and the vehicle is the main locomotive, the direction of the vehicle when it is supplementing the locomotive is the current direction; When the handle state information is missing and the vehicle is in the auxiliary mode, the direction information of the vehicle in the auxiliary mode is determined and output in combination with the position information of the photoelectric speed sensor located at the wheel axle end; When the handle status information is missing, and it is a supplementary machine, and the photoelectric speed sensor is installed on the left side, the phase lead is forward, and the phase lag is backward; When the handle state information is missing, and it is a supplementary machine, and the photoelectric speed sensor is installed on the right side, the phase lead is backward and the phase lag is forward.

2. A method for determining the direction of a rail vehicle when adding a locomotive according to claim 1, characterized in that: The operation protection system collects vehicle handle signals and speed signals through digital and analog interfaces, determines the phase direction of the speed signals, and records the main / auxiliary machine information selected by the driver; the on-board display system provides a human-machine interface for the driver to select the auxiliary machine mode.

3. The method for determining the direction of a rail vehicle when adding a locomotive according to claim 1, characterized in that: When the vehicle is in the auxiliary engine state and the vehicle handle signal cannot be obtained, the photoelectric speed sensor can provide at least two speed signals with a speed phase of 90° or 270°.

4. A method for determining the direction of a rail vehicle when adding a locomotive according to claim 3, characterized in that: The photoelectric speed sensor is installed on the left side. When moving forward, the phase difference between the first channel and the second channel is 90°, and the phase lead is forward; when moving backward, the phase difference between the first channel and the second channel is 270°, and the phase lag is backward.

5. A method for determining the direction of a rail vehicle when adding a locomotive according to claim 3 or 4, characterized in that: The photoelectric speed sensor is installed on the right side. When moving forward, the phase difference between the first channel and the second channel is 270°, and the phase lead is backward. When moving backward, the phase difference between the first channel and the second channel is 90°, and the phase lag is forward.

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