Zero-speed signal control method and urban rail vehicle braking system

Abstract

The invention provides a zero-speed signal control method and an urban rail vehicle braking system, the method is realized by the urban rail vehicle braking system, each braking controller local area network unit in the system comprises a plurality of braking control devices, and the plurality of braking control devices comprise a plurality of braking control units and two braking gateway units; the method comprises the steps that a brake gateway unit obtains speed signals corresponding to brake control devices in a brake controller local area network unit where the brake gateway unit is located, and a speed signal meeting a preset speed condition is screened out from the speed signals to serve as an effective speed signal of the brake controller local area network unit; and the brake gateway unit determines and outputs the zero-speed signal state of the brake controller local area network unit according to a preset speed lower limit, a preset speed upper limit, a preset number threshold value and the effective speed signal of the brake controller local area network unit where the brake gateway unit is located. The reliability of the zero-speed signal can be improved, and then the running safety of the urban rail vehicle is guaranteed.

Description

Technical Field

[0001] The present application relates to the technical field of rail transit braking systems, and particularly to a zero-speed signal control method and an urban rail vehicle braking system. Background Art

[0002] The zero-speed signal refers to the signal indicating that the urban rail vehicle stops or is stationary. The zero-speed signal is widely used not only in the braking system for important working conditions such as emergency braking release, parking brake application, and holding brake application, but also is one of the necessary conditions for key functions of urban rail vehicles such as zero-speed protection of doors and traction permission. Therefore, an incorrect zero-speed signal will seriously affect the safety of the operation of urban rail vehicles and the operation order.

[0003] Currently, the common control method for the zero-speed signal of the urban rail vehicle braking system is as follows: 1) Each braking controller local area network unit, that is, the braking CAN unit includes: 2 mutually redundant braking gateway units EP09G. By default, the braking gateway unit EP09G of the trailer with the driver's cab, that is, the Tc car, is the main one, and the braking gateway unit EP09G of the motor car without a pantograph, that is, the M car, is the slave. Both the main and slave braking gateway units EP09G receive external instructions. However, only the main braking gateway unit EP09G controls all the zero-speed signals within this braking CAN unit, and at the same time, the slave braking gateway unit EP09G performs hot standby control. 2) The main braking gateway unit EP09G obtains the speed signals of each braking control device EP09 within the braking CAN unit where it is located and conducts statistics, and then takes the maximum speed value within this braking CAN unit as the speed signal output of this unit.

[0004] Although the main and slave braking gateway units EP09G automatically perform hot standby switching, they do not truly achieve the parallel redundancy control of the two braking gateway units EP09G for the zero-speed signal. Although the conversion time between the two is very short, if it occurs during the operation stage, it will still seriously affect the operation order. In addition, if only the zero-speed signal corresponding to one maximum speed value is taken as the zero-speed signal output of this braking CAN unit, there may be potential hazards. If the zero-speed signal of an individual axle is affected by external factors such as occasional electromagnetic interference, causing the speed signal of this axle to jump, it may instantaneously jump from 0 km / h to dozens of km / h. In this working condition, the main braking gateway unit EP09G will select the speed signal that has jumped as the speed value of this unit, thereby outputting an incorrect zero-speed signal. Summary of the Invention

[0005] In view of at least one problem in the prior art, the present application proposes a zero-speed signal control method and an urban rail vehicle braking system, which can improve the reliability of the zero-speed signal, and thus ensure the safety of the operation of urban rail vehicles.

[0006] To solve the above technical problems, the present application provides the following technical solutions:

[0007] In a first aspect, the present application provides a zero-speed signal control method implemented by an urban rail vehicle braking system. Each brake controller local area network unit in the urban rail vehicle braking system includes: a plurality of brake control devices, and the plurality of brake control devices include: a plurality of brake control units and two brake gateway units. The method includes:

[0008] Each brake gateway unit acquires the respective speed signals corresponding to the respective brake control devices in the brake controller local area network unit where it is located, and screens out the speed signals that meet the preset speed conditions from the respective speed signals as the valid speed signals of the brake controller local area network unit;

[0009] Each brake gateway unit determines and outputs the zero-speed signal state of the brake controller local area network unit according to the preset speed lower limit, speed upper limit, quantity threshold, and the valid speed signals of the brake controller local area network unit where it is located.

[0010] In one embodiment, the step where each brake gateway unit determines and outputs the zero-speed signal state of the brake controller local area network unit according to the preset speed lower limit, speed upper limit, quantity threshold, and the valid speed signals of the brake controller local area network unit where it is located includes:

[0011] Each brake gateway unit acquires the quantity of valid speed signals less than the preset speed lower limit in the valid speed signals of the brake controller local area network unit where it is located, and judges whether the quantity of the valid speed signals is greater than or equal to the quantity threshold. If so, it determines that the zero-speed signal state is the zero-speed state and outputs it;

[0012] Each brake gateway unit acquires the quantity of valid speed signals greater than the preset speed upper limit in the valid speed signals of the brake controller local area network unit where it is located, and judges whether the quantity of the valid speed signals is greater than or equal to the quantity threshold. If so, it determines that the zero-speed signal state is the non-zero-speed state and outputs it.

[0013] In one embodiment, the step of screening out the speed signals that meet the preset speed conditions from the respective speed signals as the valid speed signals of the brake controller local area network unit includes:

[0014] Taking the speed signals in which the value is less than or equal to the preset maximum design speed of the vehicle × the preset safety factor and the corresponding speed sensors are normal among the respective speed signals as the valid speed signals of the brake controller local area network unit.

[0015] In one embodiment, each of the braking gateway units obtains the respective speed signals of the various braking control devices in the braking controller local area network unit where it is located, including:

[0016] Each braking control device collects the frequency of the corresponding speed sensor, and based on the pre-acquired wheel diameter and the frequency of the speed sensor corresponding to each braking control device, obtains the speed signal of the braking control device;

[0017] Each braking gateway unit obtains the speed signals obtained locally and the speed signals sent by the other various braking control devices in the braking controller local area network unit where it is located.

[0018] In one embodiment, determining the zero-speed signal state of the braking controller local area network unit and outputting it includes:

[0019] Determine the zero-speed signal state of the braking controller local area network unit, output the zero-speed signal state in the form of a zero-speed level signal, and control the energization and de-energization states of the zero-speed relay of the urban rail vehicle.

[0020] In one embodiment, the zero-speed signal control method further includes:

[0021] The controller of the urban rail vehicle receives the zero-speed signal states sent by two braking gateway units in the same braking controller local area network unit. If the zero-speed signal states sent by the two braking gateway units are the same, it is determined that the zero-speed signal state is normal; otherwise, a zero-speed signal state abnormality prompt message is output.

[0022] In a second aspect, the present application provides an urban rail vehicle braking system for implementing the zero-speed signal control method. The system includes:

[0023] A plurality of braking controller local area network units, where the braking controller local area network units correspond one-to-one with the formations in the urban rail vehicle; each braking controller local area network unit includes: two braking control devices deployed on each vehicle in its corresponding formation;

[0024] Among them, the vehicles in the formation include: a trailer with a driver's cab, a motor car without a pantograph, and a motor car with a pantograph; the braking control devices deployed on the motor car with a pantograph are all braking control units, the braking control devices deployed on the trailer with a driver's cab are a braking gateway unit and a braking control unit, and the braking control devices deployed on the motor car without a pantograph are a braking gateway unit and a braking control unit; all the braking gateway units are communicatively connected, and all the braking control devices in the same braking controller local area network unit are communicatively connected.

[0025] In one embodiment, all brake gateway units are communicatively connected via a multi-functional vehicle bus or Ethernet, and all brake control devices in the same brake controller area network unit are communicatively connected via a brake system unit controller area network bus.

[0026] In one embodiment, different control boards inside the brake control device communicate with each other via a backplane controller area network bus, and the backplane controller area network bus adopts a dual-redundancy structure.

[0027] In one embodiment, the urban rail vehicle brake system further includes: speed sensors deployed at the axle ends of the bogies of each car, and the bogies correspond to the brake control devices one by one.

[0028] As can be seen from the above technical solutions, the present application provides a zero-speed signal control method and an urban rail vehicle brake system. Among them, the method is implemented by the urban rail vehicle brake system. Each brake controller area network unit in the urban rail vehicle brake system includes: a plurality of brake control devices, and the plurality of brake control devices include: a plurality of brake control units and two brake gateway units; the method includes: each brake gateway unit obtains the speed signals corresponding to the respective brake control devices in the brake controller area network unit where it is located, and screens out the speed signals that meet the preset speed conditions from the respective speed signals as the effective speed signals of the brake controller area network unit; each brake gateway unit determines the zero-speed signal state of the brake controller area network unit according to the preset speed lower limit, speed upper limit, quantity threshold, and the effective speed signals of the brake controller area network unit where it is located, and outputs it, which can improve the reliability of the zero-speed signal, and further ensure the safety of the operation of the urban rail vehicle; specifically, it can realize that the two brake gateway units in the same brake controller area network unit independently control the zero-speed signal respectively, and truly realize the parallel redundancy processing of the zero-speed signal of the brake system by the brake gateway unit; the zero-speed signal state can be comprehensively determined through speed signal screening, speed upper and lower limits, and effective speed signals, and the control strategy can be further optimized to meet the operation requirements of high reliability and high safety of urban rail vehicles, and can significantly improve the safety, reliability, and accuracy of the zero-speed signal of the brake system. Description of the Drawings

[0029] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0030] Figure 1It is the first process schematic diagram of the zero-speed signal control method in the embodiments of the present application;

[0031] Figure 2 It is the network topology diagram of the braking system of urban rail vehicles in an example of the present application;

[0032] Figure 3 It is the second process schematic diagram of the zero-speed signal control method in the embodiments of the present application;

[0033] Figure 4 It is the third process schematic diagram of the zero-speed signal control method in the embodiments of the present application;

[0034] Figure 5 It is the zero-speed signal control logic schematic diagram of the brake controller local area network unit in an example of the present application. Detailed implementation manners

[0035] In order to enable those skilled in the art to better understand the technical solutions in this specification, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present application.

[0036] For the convenience of understanding this solution, the technical terms related to this solution will be described below.

[0037] The zero-speed signal refers to the signal indicating that the urban rail vehicle stops or is stationary. As the state indication of the train's safe stop, the zero-speed is not only one of the important signals for the train's failure safety guidance, but also one of the prerequisite conditions for the realization of the functions of multiple important systems such as the braking system and the door system. The reliability, safety, and accuracy of the zero-speed signal are crucial for the normal operation of urban rail vehicles.

[0038] The speed signal mainly comes from the signal system and the braking system, and there is a priority order according to the safety levels designed for each subsystem of the urban rail vehicle.

[0039] Hot standby control means that when the main braking gateway unit fails, the slave braking gateway unit automatically takes over all the control functions of the main braking gateway unit.

[0040] When the urban rail vehicle is in the train control mode of the signaling system, all safety input signals of the urban rail vehicle, including the zero-speed signal, are provided by the signaling system; the zero-speed signal provided by the braking system is only used to provide information and cannot be used for the safety functions of the urban rail vehicle. When in the manual driving mode, the zero-speed signal used by the urban rail vehicle is provided by the braking system. Based on this, in order to solve at least one of the problems existing in the above-mentioned prior art, the embodiments of the present application provide a zero-speed signal control method and an urban rail vehicle braking system, which can realize the optimized control of the zero-speed signal of the urban rail vehicle braking system. 1. Improve the redundancy ability of the parallel processing of the zero-speed signals of the braking system of the local area network unit of the same braking controller by two braking gateway units of the local area network unit of the braking controller respectively. 2. The judgment logic for selecting the zero-speed signal can be optimized to avoid the speed jump of the zero-speed signal of individual axles affected by accidental factors such as electromagnetic interference, resulting in the output of incorrect zero-speed signals, thus avoiding the occurrence of fault conditions that seriously affect the operation order of urban rail vehicles and improving the safety and accuracy of train operation. 3. The optimized communication architecture and fault handling method of the zero-speed signal of the braking system can improve the safety of the braking system. 4. Without adding new hardware control devices, it is possible to achieve a higher level of safety, reliability, and accuracy in optimizing the control and processing of speed signals, which can save production costs and improve operation efficiency. 5. It is applicable to urban rail vehicles with different numbers of formations and different speed grades, which can not only improve the standardization and generalization of the application of zero-speed signals, but also provide successful experience for the optimization of control methods for other speed signals.

[0041] The specific description is given through the following respective embodiments.

[0042] In order to improve the reliability of the zero-speed signal and further ensure the safety of the operation of the urban rail vehicle, the embodiments of the present application provide a zero-speed signal control method, which is implemented by the braking system of the urban rail vehicle. Each local area network unit of the braking controller in the braking system of the urban rail vehicle includes: a plurality of braking control devices, and the plurality of braking control devices include: a plurality of braking control units and two braking gateway units; as Figure 1 shown, the method includes:

[0043] Step 100: Each braking gateway unit obtains the respective speed signals corresponding to the respective braking control devices in the local area network unit of the braking controller where it is located, and screens out the speed signals that meet the preset speed conditions from the respective speed signals as the effective speed signals of the local area network unit of the braking controller.

[0044] Specifically, the braking control device can calculate the speed signal of each axle according to the wheel diameter set by the train monitoring system TCMS and the speed sensor frequency, and feedback the speed signal to the train monitoring system by the braking gateway unit. The braking gateway unit can comprehensively judge the zero-speed state according to the speed signals of all axles in the braking CAN unit. The braking force management of the two braking CAN units in the same braking CAN unit is independent of each other, and other braking control units can receive braking control commands from the unit CAN bus. The two braking gateway units in the same braking CAN unit independently control the zero-speed signal, truly realizing the parallel redundancy control of the zero-speed signal output.

[0045] In an example, the urban rail vehicle braking system as Figure 2 shown, the formation mode is: =Tc-Mp-M+M-Mp-Tc=. A total of 6 braking control devices for every 3 vehicles (Tc-Mp-M) jointly form 1 braking CAN unit, and there are 2 braking CAN units in the whole train.

[0046] Step 200: Each braking gateway unit determines the zero-speed signal state of the braking controller area network unit according to the preset speed lower limit, speed upper limit, quantity threshold and the valid speed signal of the braking controller area network unit where it is located, and outputs it.

[0047] Specifically, the preset speed lower limit, speed upper limit and quantity threshold can all be set according to the actual situation, and the present application does not limit this. The zero-speed signal state can include: zero-speed state and non-zero-speed state. The zero-speed signal control method provided in this embodiment can be applied to urban rail vehicles with different formations and different speed grades.

[0048] It can be seen from the above description that for the zero-speed signal control method provided in this embodiment, both of the two braking gateway units in the same braking controller area network unit can independently obtain the zero-speed signal state of the braking controller area network unit and output it. It can also comprehensively determine the zero-speed signal state of the braking controller area network unit according to the preset speed lower limit, speed upper limit, quantity threshold and the valid speed signal of the braking controller area network unit where each braking gateway unit is located, which can improve the reliability of the zero-speed signal, and further ensure the safety of the operation of urban rail vehicles.

[0049] In order to improve the reliability of determining the zero-speed signal state, as Figure 3 shown, in one embodiment, step 200 includes:

[0050] Step 201: Each braking gateway unit obtains the number of valid speed signals less than the preset lower speed limit in the valid speed signals of the braking controller local area network unit where it is located, and determines whether the number of valid speed signals is greater than or equal to the number threshold. If so, it determines that the zero-speed signal state is the zero-speed state and outputs it.

[0051] Specifically, the zero-speed state can indicate that the zero-speed signal is valid. Preferably, the preset lower speed limit is 0.5 km / h.

[0052] Step 202: Each braking gateway unit obtains the number of valid speed signals greater than the preset upper speed limit in the valid speed signals of the braking controller local area network unit where it is located, and determines whether the number of valid speed signals is greater than or equal to the number threshold. If so, it determines that the zero-speed signal state is the non-zero-speed state and outputs it.

[0053] Specifically, the non-zero-speed state can indicate that the zero-speed signal is invalid. Preferably, the preset upper speed limit is 1 km / h.

[0054] For example, the braking gateway unit obtains all speed signals in the local braking CAN unit and counts the total number of valid speed signals. When the number of valid speed signals less than 0.5 km / h in the braking CAN unit ≥ the number threshold, the braking gateway unit outputs that the zero-speed signal is valid. When the number of valid speed signals greater than 1 km / h in the local braking CAN unit ≥ the number threshold, the braking gateway unit outputs that the zero-speed signal is invalid.

[0055] In order to avoid outputting incorrect zero-speed signals due to working conditions such as speed signal jumps, in one embodiment, screening out the speed signals that meet the preset speed conditions from each of the speed signals as the valid speed signals of the braking controller local area network unit in step 100 includes:

[0056] Taking the speed signals with values less than or equal to the preset maximum vehicle design speed × preset safety factor and corresponding speed sensors being normal among each of the speed signals as the valid speed signals of the braking controller local area network unit.

[0057] Specifically, the braking gateway unit can screen the valid speed signals within the braking CAN unit. The specific screening method is as follows: It is possible to remove the speed signals in which the speed sensors are abnormal or the values exceed the preset maximum designed vehicle speed × preset safety factor from each of the speed signals, and use the remaining speed signals in the braking controller area network unit as valid speed signals. Both the preset maximum designed vehicle speed × preset safety factor can be set according to the actual situation, and this application does not limit it. The braking gateway unit can monitor whether the speed sensors are abnormal; if the speed sensors are abnormal, such as signal loss, signal abnormal fluctuation, or inconsistent with the actual operating state, the braking gateway unit can detect these problems.

[0058] To improve the reliability of determining the speed signal, such as Figure 4 As shown, in one embodiment, each braking gateway unit in step 100 obtains the respective speed signals corresponding to each braking control device in the braking controller area network unit where it is located, including:

[0059] Step 101: Each braking control device collects the frequency of the corresponding speed sensor, and based on the pre-obtained wheel diameter and the frequency of the speed sensor corresponding to each braking control device, obtains the speed signal of this braking control device.

[0060] Specifically, the braking control device A1 can collect the speed sensor frequency collected by the speed sensor A2 at the axle end of the corresponding bogie, and based on the pre-obtained wheel diameter and the speed sensor frequency corresponding to the braking control device A1, obtain the speed signal A3 of this braking control device A1, where the speed sensor corresponding to the speed signal A3 is A2. The pre-obtained wheel diameter can be the wheel diameter set by the train monitoring system TCMS, which can be set according to the actual situation, and this application does not limit it. The speed sensor frequency can represent the frequency output by the speed sensor.

[0061] Specifically, the speed of the vehicle can be determined by the pulse frequency generated by the speed sensor. Each time the wheel rotates one week, the test gear cuts the magnetic field lines of the speed sensor probe and outputs a fixed number of pulse signals. Taking the interval between two consecutive rising edges as one pulse count, the pulse signals output by the speed sensor are filtered and shaped and then input into the braking control device for frequency detection. The train speed of the urban rail vehicle is calculated through the frequency value and the wheel diameter set by the train monitoring system. The speed signal Vij of the jth path of the braking control device i can be determined according to the following formula ij :

[0062] Vij = 3.6πDfij / Nij

[0063] where, V ijThe speed signal of the j-th path of the braking control device i can be equivalent to the train speed (km / h) determined by the braking control device i, where 0 < j ≤ 2. The speed signals of the braking control device include: the first-path speed signal and the second-path speed signal; 3.6 is a constant for unit conversion; π can be taken as 3.14; D is the pre-acquired wheel diameter, which can be equivalent to the wheel diameter (mm); f ij is the speed sensor frequency corresponding to the j-th path of the braking control device i, which can be equivalent to the frequency (Hz) of the current cycle of this speed sensor; N ij is the number of pulses generated by the speed sensor corresponding to the j-th path of the braking control device i when the wheel rotates one week. One path of the braking control device corresponds to the speed sensor at one axle end of the bogie, and the other path corresponds to the speed sensor at the other axle end of the bogie. Further, the current value within a certain standard range output by the speed sensor can also be collected to obtain the speed signal of the braking control device.

[0064] In addition, assuming that the wheel diameter and the number of pulses per revolution are known, the moving distance d of the wheel corresponding to the j-th path of the braking control device i within each pulse can be determined according to the following formula ij :

[0065] d ij = πD / N ij

[0066] Step 102: Each braking gateway unit acquires the speed signal obtained locally and the speed signals sent by other braking control devices in the braking controller local area network unit where it is located.

[0067] Specifically, the speed signal obtained locally by the braking gateway unit can represent the speed signal obtained by the braking gateway unit through the pre-acquired wheel diameter and the corresponding speed sensor frequency; each braking control device can obtain the speed signal according to the pre-acquired wheel diameter and the corresponding speed sensor frequency, and send the speed signal to the braking gateway unit of the braking controller local area network unit where it is located.

[0068] To improve the reliability of zero-speed signal state transmission, in one embodiment, determining the zero-speed signal state of the braking controller local area network unit and outputting it as described in step 200 includes:

[0069] Determining the zero-speed signal state of the braking controller local area network unit, outputting the zero-speed signal state in the form of a zero-speed level signal, and controlling the energization and de-energization states of the zero-speed relay of the urban rail vehicle.

[0070] Specifically, the braking gateway unit can output a zero-speed level signal through a hard wire to control the energization / de-energization of the zero-speed relay. When the zero-speed signal state is the zero-speed state, the energization / de-energization state of the zero-speed relay is energized; when the non-zero-speed signal state is the zero-speed state, the energization / de-energization state of the zero-speed relay is de-energized.

[0071] In order to further improve the reliability of the zero-speed signal, in one embodiment, after step 200, it further includes:

[0072] The controller of the urban rail vehicle receives the zero-speed signal states sent by two braking gateway units in the same braking controller area network unit. If the zero-speed signal states sent by the two braking gateway units are the same, it is determined that the zero-speed signal state is normal; otherwise, a zero-speed signal state abnormal prompt message is output.

[0073] In order to improve the reliability of the zero-speed signal and thus ensure the safety of the operation of the urban rail vehicle, an embodiment of the present application provides an urban rail vehicle braking system for implementing the zero-speed signal control method. The system includes:

[0074] Multiple braking controller area network units, which correspond to the formations in the urban rail vehicle one by one; each braking controller area network unit includes: two braking control devices deployed on each vehicle in its corresponding formation; wherein, the vehicles in the formation include: trailers with driver's cabs, motor cars without pantographs, and motor cars with pantographs; the braking control devices deployed on the motor cars with pantographs are all braking control units, the braking control devices deployed on the trailers with driver's cabs are braking gateway units and braking control units, and the braking control devices deployed on the motor cars without pantographs are braking gateway units and braking control units; all the braking gateway units are communicatively connected, and all the braking control devices in the same braking controller area network unit are communicatively connected.

[0075] Specifically, the braking control device is a key control component of the braking system, which can receive control signals given by the driver or the train monitoring system to implement various control functions such as service braking, emergency braking, and anti-skid of the train. The braking control device can be EP09, the braking control unit can be EP09S, and the braking gateway unit can be EP09G. Each vehicle contains two braking control devices. The braking gateway unit has a gateway function. It receives train signals and then performs braking force calculation and distribution within the local CAN unit, communicates through a multi-functional vehicle bus / ethernet, and simultaneously executes the braking function of the corresponding bogie. The braking control unit only has the braking control function of the local bogie and executes the braking function after receiving a braking instruction.

[0076] Specifically, each braking CAN unit may include: two redundant braking gateway units and four braking control units without external interface functions, where the braking gateway units are respectively arranged on the Tc car and the M car. Each braking control device may obtain two speed signals of the bogie according to the current value within a certain standard range output by the speed sensor. The braking control device may also calculate the axle speed of each axle according to the wheel diameter set by the train control and management system TCMS and the speed sensor frequency. As Figure 5 shown, in an example, each braking control device in the braking CAN unit may obtain two speed signals. Each braking control device includes: a main EP09G, a slave EP09G, and four EP09S. The main EP09G and the slave EP09G both output a zero-speed signal (i.e., the zero-speed signal of this braking CAN unit) via the braking system unit CAN bus output unit.

[0077] To improve the reliability of the communication of the urban rail vehicle braking system, in one embodiment, all braking gateway units may be communicatively connected via the multifunctional vehicle bus or Ethernet, and all braking control devices in the same braking controller area network unit are communicatively connected via the braking system unit controller area network bus. Different control boards inside the braking control device may communicate via the backplane controller area network bus, and the backplane controller area network bus adopts a dual-channel redundant structure.

[0078] The network interfaces of the braking control device can be, from the inside to the outside, the backplane CAN bus, the unit CAN bus, and the MVB network (Multifunction Vehicle Bus) / ETH network (Ethernet). The braking control devices in each network segment are connected by the braking CAN unit bus. The braking force management of the two braking unit CAN network segments is independent of each other, and the connection between the two braking unit CAN network segments is based on the MVB network / ETH network. The different control boards inside the braking control device communicate through the backplane CAN bus, and a dual-redundant backplane CAN bus structure is adopted. The braking control devices within the same braking CAN unit can communicate through the unit CAN bus, and a dual-redundant unit CAN bus structure is adopted. There are only two braking gateway units within the same braking CAN unit, which have MVB network / ETH network interfaces and train control hardwire interfaces, and can output zero-speed signals to urban rail vehicles. The braking gateway unit can obtain the speed signals of each braking control device from the unit CAN bus and obtain the speed signal detected by this braking gateway unit from the internal backplane CAN bus of the braking gateway unit. The braking gateway unit can send output control messages to the control board through the internal backplane CAN bus. After receiving the message, the control board executes the zero-speed signal output control. Both the unit CAN bus and the internal backplane CAN bus of the device are dual-channel redundant communications. After both channels of the unit CAN bus fail, the speed signal received by the internal CAN bus of the device can be used; if all the internal backplane CAN buses fail, the output state before the failure is defaulted, which can improve the safety of the braking system. The braking gateway unit EP09G outputs a level signal through a hardwire to control the energization / de-energization of the zero-speed relay. The energization of the zero-speed relay indicates the zero-speed state, and the de-energization indicates the non-zero-speed state. When the braking system is powered off, the zero-speed signal is invalid.

[0079] In one embodiment, the urban rail vehicle braking system further includes: speed sensors deployed at the axle ends of the bogies of each car, and the bogies correspond to the braking control devices one by one.

[0080] Specifically, the working principle of the speed sensor is a Hall-type speed sensor based on the Hall effect, and the speed sensor can be used in cooperation with a speed measurement gear installed at the axle end of the bogie.

[0081] As can be seen from the above description, the embodiments of the present application provide a zero-speed signal control method and an urban rail vehicle braking system. Among them, the method is implemented by the urban rail vehicle braking system, and each brake controller local area network unit in the urban rail vehicle braking system includes: a plurality of brake control devices, and the plurality of brake control devices include: a plurality of brake control units and two brake gateway units; the method includes: each brake gateway unit obtains the speed signals corresponding to the respective brake control devices in the brake controller local area network unit where it is located, and screens out the speed signals that meet the preset speed conditions from the respective speed signals as the effective speed signals of the brake controller local area network unit; each brake gateway unit comprehensively determines the zero-speed signal state of the brake controller local area network unit according to the preset speed lower limit, speed upper limit, quantity threshold, and the effective speed signals of the brake controller local area network unit where it is located, and outputs it, which can improve the reliability of the zero-speed signal, and further ensure the safety of the operation of the urban rail vehicle.

[0082] In the present application, specific embodiments are used to elaborate on the principle and implementation manner of the present application. The description of the above embodiments is only used to help understand the method of the present application and its core idea; at the same time, for those of ordinary skill in the art, according to the idea of the present application, there will be changes in the specific implementation manner and application scope. In summary, the content of this specification should not be construed as a limitation to the present application.

Claims

1. A zero-speed signal control method, characterized in that, Implemented by the braking system of urban rail vehicles. Each brake controller local area network unit in the braking system of urban rail vehicles includes: a plurality of braking control devices, and the plurality of braking control devices include: a plurality of brake control units and two brake gateway units; the method includes: Each brake gateway unit obtains the speed signals respectively corresponding to the respective braking control devices in the brake controller local area network unit where it is located, and screens out the speed signals that meet the preset speed conditions from the respective speed signals as the effective speed signals of the brake controller local area network unit; Each brake gateway unit determines and outputs the zero-speed signal state of the brake controller local area network unit according to the preset speed lower limit, speed upper limit, quantity threshold, and the effective speed signals of the brake controller local area network unit where it is located.

2. The zero-speed signal control method according to claim 1, characterized in that Each of the said brake gateway units determines and outputs the zero-speed signal state of the brake controller local area network unit according to the preset speed lower limit, speed upper limit, quantity threshold, and the effective speed signals of the brake controller local area network unit where it is located, including: Each brake gateway unit obtains the quantity of effective speed signals in the effective speed signals of the brake controller local area network unit where it is located that are less than the preset speed lower limit, and judges whether the quantity of the effective speed signals is greater than or equal to the quantity threshold. If so, it determines that the zero-speed signal state is the zero-speed state and outputs it; Each brake gateway unit obtains the quantity of effective speed signals in the effective speed signals of the brake controller local area network unit where it is located that are greater than the preset speed upper limit, and judges whether the quantity of the effective speed signals is greater than or equal to the quantity threshold. If so, it determines that the zero-speed signal state is the non-zero-speed state and outputs it.

3. The zero-speed signal control method according to claim 1, characterized in that The screening out the speed signals that meet the preset speed conditions from the respective speed signals as the effective speed signals of the brake controller local area network unit includes: Regarding the speed signals in which the value is less than or equal to the preset maximum design speed of the vehicle × the preset safety factor and the corresponding speed sensors are normal among the respective speed signals as the effective speed signals of the brake controller local area network unit.

4. The zero-speed signal control method according to claim 1, characterized in that Each of the said brake gateway units obtains the speed signals respectively corresponding to the respective braking control devices in the brake controller local area network unit where it is located, including: Each braking control device collects the frequency of the corresponding speed sensor, and obtains the speed signal of the braking control device according to the pre-obtained wheel diameter and the frequency of the speed sensor corresponding to each braking control device; Each brake gateway unit obtains the speed signals obtained locally and the speed signals sent by other respective braking control devices in the brake controller local area network unit where it is located.

5. The zero-speed signal control method according to claim 1, characterized in that The determining and outputting the zero-speed signal state of the brake controller local area network unit includes: Determining the zero-speed signal state of the brake controller local area network unit, outputting the zero-speed signal state in the form of a zero-speed level signal, and controlling the energization and de-energization states of the zero-speed relay of the urban rail vehicle.

6. The zero-speed signal control method according to claim 1, characterized in that, It also includes: The controller of the urban rail vehicle receives the zero-speed signal status sent by two brake gateway units in the same brake controller local area network unit. If the zero-speed signal statuses sent by the two brake gateway units are the same, it is determined that the zero-speed signal status is normal; otherwise, a zero-speed signal status abnormal prompt message is output.

7. An urban rail vehicle braking system, characterized in that, For implementing the zero-speed signal control method according to any one of claims 1 to 6, the system includes: Multiple brake controller local area network units, which correspond to the formations in the urban rail vehicle one by one; each brake controller local area network unit includes: two brake control devices deployed on each vehicle in its corresponding formation; Among them, the vehicles in the formation include: trailers with driver's cabs, motor cars without pantographs, and motor cars with pantographs; the brake control devices deployed on the motor cars with pantographs are all brake control units, the brake control devices deployed on the trailers with driver's cabs are brake gateway units and brake control units, and the brake control devices deployed on the motor cars without pantographs are brake gateway units and brake control units; all brake gateway units are communicatively connected, and all brake control devices in the same brake controller local area network unit are communicatively connected.

8. The urban rail vehicle braking system according to claim 7, wherein All brake gateway units are communicatively connected via a multifunction vehicle bus or Ethernet, and all brake control devices in the same brake controller local area network unit are communicatively connected via a brake system unit controller local area network bus.

9. The urban rail vehicle braking system according to claim 7, wherein, The different control boards inside the brake control device communicate with each other via a backplane controller local area network bus, and the backplane controller local area network bus adopts a dual-redundancy structure.

10. The urban rail vehicle braking system according to claim 7, characterized in that, It further includes: Speed sensors deployed at the axle ends of the bogies of each vehicle, and the bogies correspond to the brake control devices one by one.

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