Rescue method and rescue vehicle for rubber wheel train

Abstract

The invention relates to the field of rubber wheel trains, and provides a rescue method and a rescue vehicle for a rubber wheel train, the rescue method for the rubber wheel train comprises the steps that the rescue vehicle is connected with a first marshalling train, and the first marshalling train is a marshalling train located at the head of the rubber wheel train; testing the rubber-tyred train through the rescue vehicle, and controlling the rubber-tyred train to execute a rescue mode when determining that the rescue condition is met; controlling the rubber wheel train to execute a following tracing mode, wherein the following tracing mode is that the corner information of the rubber wheel train is provided by the rescue vehicle; and starting the rescue vehicle, and controlling the rescue vehicle to pull the rubber wheel train to move according to the rescue track. According to the rescue method, on-site rescue can be effectively implemented, after the rubber-tyred train has main system faults and cannot automatically walk, the rubber-tyred train can be timely adjusted and pulled to the parking and protecting field, the cost and the period of returning the train to the parking and protecting field in the fault process are effectively saved, and the social road smoothness is timely recovered.

Description

Technical Field

[0001] The present invention relates to the field of rubber-wheeled trains and provides a rescue method and a rescue vehicle for a rubber-wheeled train. Background Art

[0002] During the development, testing, and operation of electronically guided rubber-tyred trains, there are instances where traction, power battery, network, all-axle steering control, and braking systems may fail due to malfunctions. This can cause the train to become unresponsive on the road, making on-site repair impossible and necessitating a prompt return to a maintenance depot. Currently, existing technologies for rubber-tyred trains have not yet provided effective rescue solutions, requiring only lifting and truck transport to return the train to the depot. Summary of the Invention

[0003] The embodiments of the present invention provide a rescue method and rescue vehicle for a rubber-wheeled train, which are used to address one of the defects in the related art. When a rubber-wheeled train has a major system failure and cannot move automatically, the rubber-wheeled train can be promptly transferred to a maintenance yard, effectively saving the cost and time of returning the vehicle to the maintenance yard during the failure process, and promptly restoring the smooth flow of social roads.

[0004] The present invention provides a method for rescuing a rubber-wheeled train, wherein the rubber-wheeled train comprises a plurality of sequentially coupled train sets, each of the train sets being provided with a front axle and a rear axle that are parallel to each other and sequentially arranged along the direction of travel. The method for rescuing the rubber-wheeled train comprises: Connecting the rescue vehicle to a first train set, wherein the first train set is a train set located at the head of the rubber-wheeled train; Testing the rubber-tyred train by the rescue vehicle to confirm that rescue conditions are met, and controlling the rubber-tyred train to execute a rescue mode; Controlling the rubber-tyred train to execute a tracking mode, wherein the turning angle information of the rubber-tyred train is provided by the rescue vehicle; The rescue vehicle is started and controlled to pull the rubber-tyred train to move along a rescue track.

[0005] According to one embodiment of the present invention, controlling the rubber-tyred train to execute the tracking mode includes: The front axle of the first train set is controlled to execute a follow-up tracking mode, wherein the angle information of the front axle of the first train set is provided by the all-axle steering control system of the rescue vehicle.

[0006] According to one embodiment of the present invention, testing the rubber-tyred train by the rescue vehicle to confirm that the rescue conditions are met includes: Confirm that the rescue vehicle and the rubber-tyred train are able to apply and release brakes synchronously.

[0007] According to an embodiment of the present invention, the formation train is further provided with a first sensor, and the confirmation that the rescue vehicle and the rubber-tyred train can synchronously apply and release braking includes: Controlling the rescue vehicle to send a braking signal to each formation train; Determining that the rescue vehicle receives a braking feedback signal sent by each first sensor within a first set time, where the braking feedback signal is a signal sent when the first sensor detects that the formation train triggers a braking instruction after receiving the braking signal; Controlling the rescue vehicle to send a brake release signal to each formation train; Determining that the rescue vehicle receives a brake release feedback signal sent by each first sensor within a second set time, where the brake release feedback signal is a signal sent when the first sensor detects that the formation train triggers a brake release instruction after receiving the brake release signal.

[0008] According to an embodiment of the present invention, the confirmation that the rescue vehicle tests the rubber-tyred train and reaches the rescue condition includes: Confirming that the rescue vehicle can accurately control the steering of each rotating shaft of the rubber-tyred train.

[0009] According to an embodiment of the present invention, the formation train is further provided with a second sensor, and the confirmation that the rescue vehicle can accurately control the steering of each rotating shaft of the rubber-tyred train includes: Controlling the rescue vehicle to send a steering signal to each formation train; Determining that the rescue vehicle receives a steering feedback signal sent by each second sensor within a third set time, where the steering feedback signal is a signal sent when the second sensor detects that the formation train triggers a steering instruction after receiving the steering signal.

[0010] According to an embodiment of the present invention, the rubber-tyred train further includes a single-axis steering execution system, and the single-axis steering execution system is connected to each front rotating shaft and each rear rotating shaft. Before controlling the rescue vehicle to send a steering signal to each formation train, the confirmation that the rescue vehicle can accurately control the steering of each rotating shaft of the rubber-tyred train further includes: Confirming that the single-axis steering execution system fails, and controlling the rescue vehicle to provide a boosting hydraulic source for the corresponding rotating shaft.

[0011] According to an embodiment of the present invention, the rubber-tyred train is further provided with a high-voltage power supply line, a low-voltage power supply line, a vehicle logic control line, and an air pipeline. The confirmation that the rescue vehicle tests the rubber-tyred train and reaches the rescue condition includes: Connect the rescue vehicle to at least one of the high-voltage power supply line, the low-voltage power supply line, the vehicle logic control line, and the air pipeline.

[0012] According to an embodiment of the present invention, the controlling the rescue vehicle to tow the rubber-tired train to move along a rescue trajectory includes: Establish a direct basic coupling relationship of the articulation points, where the articulation points are the connection positions between adjacent formation trains; Based on the direct basic coupling relationship of the articulation points, control the rescue vehicle to tow the rubber-tired train to move along a rescue trajectory.

[0013] According to an embodiment of the present invention, the establishing the direct basic coupling relationship of the articulation points includes: Based on the distance between the articulation point and the steering control point of the rear rotating shaft of the previous formation train, the heading angle of the rear rotating shaft of the previous formation train, the distance between the articulation point and the steering control point of the front rotating shaft of the next formation train, the heading angle of the front rotating shaft of the next formation train, and the deflection angle of the next formation train relative to the previous formation train, establish a basic coupling relationship; Perform trigonometric function transformation on the basic coupling relationship to obtain the direct basic coupling relationship of the articulation points.

[0014] The present invention also provides a rescue vehicle for a rubber-tired train, which is used for the rescue method of the rubber-tired train as described above. The rescue vehicle for the rubber-tired train includes a vehicle body and a braking control system, a full-axis steering control system, an air supply system, a high-voltage power supply system, a low-voltage power supply system, and a hydraulic supply system mounted on the vehicle body; The braking control system is used to apply and relieve brakes to the vehicle body and the rubber-tired train; The full-axis steering control system is used to control the output of the angles of each rotating shaft of the rubber-tired train.

[0015] The air supply system is used to provide air supply for the rubber-tired train; The high-voltage power supply system is used to provide a high-voltage control power supply for the rubber-tired train; The low-voltage power supply system is used to provide a low-voltage control power supply for the rubber-tired train; The hydraulic supply system is used to provide hydraulic steering assistance for the faulty shaft of the rubber-tired train.

[0016] The rescue method of the rubber-tired train of the present invention is applied to the rescue vehicle of the rubber-tired train. The rubber-tired train is composed of multiple formation trains connected in sequence. The front and rear positions of each formation train along its traveling direction are respectively provided with a front rotating shaft and a rear rotating shaft, and both the front rotating shaft and the rear rotating shaft are used to connect the wheels. First, connect the rescue vehicle to the first formation train at the head of the rubber-tired train to be rescued, and conduct a systematic test on the rubber-tired train through the rescue vehicle. If it is confirmed that the self-state of the rubber-tired train can meet the rescue conditions, then control the rubber-tired train to execute the rescue mode, and then control the rubber-tired train to execute the following tracking mode. Among them, the following tracking mode is a mode in which the corner information of the rubber-tired train is provided by the rescue vehicle, that is, in the following tracking mode, the corner information of the rubber-tired train is provided by its own console and is changed to be provided by the rescue vehicle. Finally, slowly start the rescue vehicle, control the rescue vehicle to tow the rubber-tired train to move along the rescue track, and confirm that the combination of the rescue vehicle and the rubber-tired train can normally achieve the rescue function.

[0017] The rescue method of the rubber-tired train of the present invention solves the problem that the vehicle of the electronic guiding rubber-tired system cannot move away from the social road by itself in the case of failures in systems such as traction, power battery, network, full-axle steering control, braking, and steering execution. Through the rescue method of the present invention, on-site rescue can be effectively implemented. After the rubber-tired train has major system failures and cannot move automatically, the rubber-tired train can be pulled to the maintenance depot in time, effectively saving the cost and cycle of the vehicle returning to the maintenance depot during the failure process, and promptly restoring the smoothness of the social road. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the present invention 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 some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0019] Figure 1 It is a schematic structural diagram of the connection between the rescue vehicle of the rubber-tired train and the rubber-tired train provided by the embodiment of the present invention; Figure 2 It is a schematic structural diagram of the hydraulic supply connection between the rescue vehicle of the rubber-tired train and the rubber-tired train provided by the embodiment of the present invention; Figure 3 It is a schematic diagram of the tracking control method of the rescue vehicle of the rubber-tired train provided by the embodiment of the present invention.

[0020] Reference Signs: 100, rescue vehicle; 200, rubber-tired train. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0021] The embodiments of the present invention will be further described in detail below with reference to the accompanying drawings and examples. The following examples are used to illustrate the present invention, but cannot be used to limit the scope of the present invention.

[0022] To make the objectives, technical solutions and advantages of the present invention clearer, the technical solutions in the present invention will be clearly and completely described below with reference to the accompanying drawings in the present invention. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present invention without creative efforts shall fall within the protection scope of the present invention.

[0023] In the description of the embodiments of the present invention, it should be noted that the orientation or positional relationships indicated by the terms "center", "longitudinal", "transverse", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. are based on the orientation or positional relationships shown in the drawings. It is only for the convenience of describing the embodiments of the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the embodiments of the present invention. In addition, the terms "first", "second", and "third" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance.

[0024] In the description of the embodiments of the present invention, it should be noted that unless otherwise clearly specified and limited, the terms "connected" and "coupled" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium. For those of ordinary skill in the art, the specific meanings of the above terms in the embodiments of the present invention can be understood according to specific circumstances.

[0025] In the embodiments of the present invention, unless otherwise clearly specified and limited, the first feature being "on" or "under" the second feature may be that the first and second features are in direct contact, or the first and second features are indirectly in contact through an intermediate medium. Moreover, the first feature being "above", "over" and "on top of" the second feature may be that the first feature is directly above or obliquely above the second feature, or merely indicates that the horizontal height of the first feature is higher than that of the second feature. The first feature being "under", "beneath" and "underneath" the second feature may be that the first feature is directly below or obliquely below the second feature, or merely indicates that the horizontal height of the first feature is lower than that of the second feature.

[0026] In the description of this specification, the descriptions referring to terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the embodiments of the present invention. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0027] A rescue vehicle 100 of a rubber-tyred train provided by an embodiment of the present invention includes a vehicle body and a braking control system and a full-axle steering control system mounted on the vehicle body; the braking control system is used to apply and relieve braking to the vehicle body and the rubber-tyred train 200; the full-axle steering control system is used to control the output of the angles of each rotating shaft of the vehicle body and the rubber-tyred train 200.

[0028] The rescue vehicle 100 of the rubber-tyred train in the embodiment of the present invention mainly consists of a vehicle body, a braking control system, and a full-axle steering control system. The braking control system and the full-axle steering control system are both mounted on the vehicle body. A coupler connection device is provided on the vehicle body, and the coupler connection device can be connected to the coupler of the rubber-tyred train 200, so as to realize the connection between the rescue vehicle 100 of the rubber-tyred train and the rubber-tyred train 200. After the connection is completed, the braking control system applies and relieves braking to the vehicle body and the rubber-tyred train 200 to judge whether the braking of the vehicle body and the rubber-tyred train 200 is synchronous, and the full-axle steering control system controls the output of the angles of each rotating shaft of the rubber-tyred train 200 to judge whether the steering assistance of each rotating shaft of the rubber-tyred train 200 is normal. Under the traction of the rescue vehicle 100 of the rubber-tyred train, the rubber-tyred train 200 can move along the rescue track, quickly drive out of the road and enter the maintenance depot, restore normal road traffic, and realize the on-site rescue of the vehicles of the electronic guiding rubber-tyred system.

[0029] According to an embodiment of the present invention, the rescue vehicle 100 of the rubber-tyred train further includes a air supply system, a high-voltage power supply system, a low-voltage power supply system, and a hydraulic supply system mounted on the vehicle body; the air supply system is used to supply air to the rubber-tyred train 200; the high-voltage power supply system is used to provide a high-voltage control power supply for the rubber-tyred train 200; the low-voltage power supply system is used to provide a low-voltage control power supply for the rubber-tyred train 200; the hydraulic supply system is used to provide hydraulic steering assistance for the faulty axle of the rubber-tyred train 200.

[0030] In this embodiment, the rescue vehicle 100 for a rubber-wheeled train primarily comprises a vehicle body, a braking control system, an all-axle steering control system, an air supply system, a high-voltage power supply system, a low-voltage power supply system, and a hydraulic supply system. These systems are all mounted on the vehicle body. The air supply system, high-voltage power supply system, low-voltage power supply system, and hydraulic supply system can all be selectively connected to the rubber-wheeled train 200. The appropriate system connection is selected based on the fault requirements of the rubber-wheeled train 200, thus resolving the issue of the rescue vehicle 100 being unable to synchronize its movements with the rescue vehicle 100 due to a fault while the rubber-wheeled train 200 is being towed for rescue.

[0031] In this embodiment, the air supply system meets the air supply needs of the rubber-wheeled train 200 during rescue operations; the high-voltage power supply system provides high-voltage control power for the rubber-wheeled train 200; the low-voltage power supply system provides low-voltage control power for the rubber-wheeled train 200; and the hydraulic supply system provides hydraulic steering assistance for faulty axles of the rubber-wheeled train 200. Each system onboard the train body supports the rubber-wheeled train 200 if a corresponding device fails and the train is unable to operate normally. The traction provided by the train body should be sufficient for traction under the most severe working conditions.

[0032] Accordingly, when designing the rubber-wheeled train 200, interfaces for connecting the rescue vehicle 100, such as command lines, high-voltage power lines, air lines, and hydraulic lines, should be pre-configured. This facilitates centralized control and management by the rescue vehicle 100 during the rescue process. These interfaces can be switchable, allowing different connection modes to be switched. During the actual rescue process, each system on the train body can be connected to the corresponding interface on the rubber-wheeled train 200, while only the interfaces required by the rubber-wheeled train 200 are open and used, switching the rubber-wheeled train 200 from self-supply mode to rescue vehicle 100 supply mode.

[0033] The following describes a rescue method for a rubber-tyred train provided by the present invention. The rescue method for a rubber-tyred train described below and the rescue vehicle 100 for a rubber-tyred train described above can correspond to each other.

[0034] like Figure 1 As shown, an embodiment of the present invention further provides a method for rescuing a rubber-wheeled train. The rubber-wheeled train 200 includes a plurality of sequentially coupled train sets, each of which is provided with a front axle and a rear axle that are parallel to each other and sequentially arranged along the direction of travel. The method for rescuing the rubber-wheeled train includes: Connect the rescue vehicle 100 to the first train set, which is the train set located at the head of the rubber-tyred train 200; Test the rubber-tyred train 200 with the rescue vehicle 100. After confirming that the rescue conditions are met, control the rubber-tyred train 200 to execute the rescue mode; Control the rubber-tyred train 200 to execute the follow and trace mode. In the follow and trace mode, the corner information of the rubber-tyred train 200 is provided by the rescue vehicle 100; Start the rescue vehicle 100 and control the rescue vehicle 100 to tow the rubber-tyred train 200 to move along the rescue track.

[0035] The rescue method of the rubber-tyred train in the embodiment of the present invention is applied to the rescue vehicle 100 of the rubber-tyred train. The rubber-tyred train 200 is composed of multiple formation trains connected in sequence. The front and rear positions of each formation train along its driving direction are respectively provided with a front rotating shaft and a rear rotating shaft, and both the front rotating shaft and the rear rotating shaft are used to connect the wheels. First, connect the rescue vehicle 100 to the first formation train at the head of the rubber-tyred train 200 to be rescued, and conduct a systematic test on the rubber-tyred train 200 through the rescue vehicle 100. After confirming that the self-state of the rubber-tyred train 200 can meet the rescue conditions, control the rubber-tyred train 200 to execute the rescue mode, and then control the rubber-tyred train 200 to execute the follow and trace mode. Among them, the follow and trace mode is a mode in which the corner information of the rubber-tyred train 200 is provided by the rescue vehicle 100, that is, in the follow and trace mode, the corner information of the rubber-tyred train 200 is provided by its own console and is changed to be provided by the rescue vehicle 100. Finally, slowly start the rescue vehicle 100 and control the rescue vehicle 100 to tow the rubber-tyred train 200 to move along the rescue track, and confirm that the combination of the rescue vehicle 100 and the rubber-tyred train 200 can normally achieve the rescue function.

[0036] The rescue method of the rubber-tyred train of the present invention solves the problem that the vehicle of the electronic-guided rubber-tyred system cannot move away from the social road by itself in the case of failures in systems such as traction, power battery, network, full-axle steering control, braking, and steering execution. Through the rescue method of the present invention, on-site rescue can be effectively implemented. After the main systems of the rubber-tyred train 200 fail and it cannot move automatically, the rubber-tyred train 200 can be towed to the maintenance yard in time, effectively saving the cost and cycle of the vehicle returning to the maintenance yard during the failure process, and promptly restoring the smoothness of the social road.

[0037] According to an embodiment of the present invention, controlling the rubber-tyred train 200 to execute the follow and trace mode includes: Control the front axle of the first formation train to execute the follow and trace mode. The follow and trace mode is that the corner information of the front rotating shaft of the first formation train is provided by the full-axle steering control system of the rescue vehicle 100.

[0038] In this embodiment, the front rotating shaft of the first formation train that connects the rubber-tyred train 200 to be rescued and the rescue vehicle 100 is set to follow the tracing mode, that is, the rotation angle information of the front rotating shaft is given by the full-axis steering control system of the rescue vehicle 100, so that the rubber-tyred train 200 can follow the rescue vehicle 100 in real time, and the tracing deviation of each rotating shaft can be controlled within the effective range.

[0039] In this embodiment, the rubber-tyred train 200 is composed of a first formation train, a second formation train, and a third formation train that are successively connected by couplers. The first formation train is connected to the coupler connection device of the rescue vehicle 100 through a coupler. Each formation train has a front rotating shaft and a rear rotating shaft, and both ends of each rotating shaft are connected to wheels. Then, the front rotating shaft of the first formation train is the head shaft of the formation trains of the entire rubber-tyred train 200, and the rear rotating shaft of the third formation train is the tail shaft of the formation trains of the entire rubber-tyred train 200.

[0040] The rotation angle information of the head shaft of the rubber-tyred train 200 is sent by a signal from the train's own console or controlled by an operator through a joystick steering wheel, and the corresponding rotation angle information can be sent to the subsequent rotating shafts. When the rubber-tyred train 200 fails, after the rubber-tyred train 200 is connected to the rescue vehicle 100, the rescue vehicle 100 and the rubber-tyred train 200 form a new train form. Then, the rescue vehicle 100 serves as the first formation train of the new train. At this time, the head shaft of the rubber-tyred train 200 switches to the state of receiving the rotation angle information sent by the full-axis steering control system of the rescue vehicle 100, and the full-axis steering control system of the rescue vehicle 100 simultaneously controls the other rotating shafts and sends the corresponding rotation angle information.

[0041] According to an embodiment of the present invention, testing the rubber-tyred train 200 by the rescue vehicle 100 to confirm that the rescue conditions are met includes: Confirming that the rescue vehicle 100 and the rubber-tyred train 200 can apply and release brakes synchronously.

[0042] In this embodiment, when testing the rubber-tyred train 200, one of the test contents can be to determine whether the rescue vehicle 100 and the rubber-tyred train 200 can apply and release brakes synchronously through the brake control system of the rescue vehicle 100. If they can, it is confirmed that the rubber-tyred train 200 meets the rescue conditions. If not, the circuit or signal control of the rubber-tyred train 200 and the rescue vehicle 100 is adjusted until the rescue vehicle 100 and the rubber-tyred train 200 can apply and release brakes synchronously.

[0043] According to an embodiment of the present invention, the formation train is also provided with a first sensor. Confirming that the rescue vehicle 100 and the rubber-tyred train 200 can apply and release brakes synchronously includes: Controlling the rescue vehicle 100 to send a brake signal to each formation train; Determine that the rescue vehicle 100 receives the braking feedback signals sent by each first sensor within the first set time. The braking feedback signal is a signal sent when the first sensor detects that the formation train receives a braking signal and triggers a braking instruction. Control the rescue vehicle 100 to send a braking release signal to each formation train. Determine that the rescue vehicle 100 receives the braking release feedback signals sent by each first sensor within the second set time. The braking release feedback signal is a signal sent when the first sensor detects that the formation train receives a braking release signal and triggers a braking release instruction.

[0044] In this embodiment, the formation train is also provided with a first sensor, which is used to detect whether the formation train triggers a corresponding signal instruction to the rotating shaft after receiving a signal. When judging whether the rescue vehicle 100 and the rubber-tyred train 200 can apply and release braking synchronously, a braking signal is sent to the rubber-tyred train 200 through the braking control system of the rescue vehicle 100. Correspondingly, the rubber-tyred train 200 sends a braking instruction after receiving the braking signal. The braking instruction can be used to control the formation train to brake. After the first sensor detects the braking instruction, it sends a braking feedback signal, which is then received by the braking control system. The operator can know the time and specific situation of the signal feedback through the braking control system, and draw a conclusion on whether the synchronous requirement can be met.

[0045] If the time between the rescue vehicle 100 sending a braking signal to the rubber-tyred train 200 through the braking control system and the braking control system receiving the braking feedback signal sent by the first sensor meets the first set time, it proves that the rescue vehicle 100 and the rubber-tyred train 200 can meet the requirement of synchronous braking application.

[0046] After determining that the rescue vehicle 100 and the rubber-tyred train 200 can apply braking synchronously, a braking release signal is sent to the rubber-tyred train 200 through the braking control system of the rescue vehicle 100. Correspondingly, the rubber-tyred train 200 sends a braking release instruction after receiving the braking release signal. The braking release instruction can be used to control the formation train to release braking. After the first sensor detects the braking release instruction, it sends a braking release feedback signal, which is then received by the braking control system. The operator can know the time and specific situation of the signal feedback through the braking control system, and draw a conclusion on whether the synchronous requirement can be met.

[0047] If the time between the rescue vehicle 100 sending a braking release signal to the rubber-tyred train 200 through the braking control system and the braking control system receiving the braking feedback signal sent by the first sensor meets the second set time, it proves that the rescue vehicle 100 and the rubber-tyred train 200 can meet the requirement of synchronous braking release.

[0048] According to an embodiment of the present invention, when testing the rubber-tyred train 200 with the rescue vehicle 100, confirming that the rescue conditions are met includes: Confirming that the rescue vehicle 100 can accurately control the steering of each rotating shaft of the rubber-tyred train 200.

[0049] In this embodiment, when testing the rubber-tyred train 200, one of the test contents can be to determine whether the full-axis steering control system of the rescue train can accurately control the steering of each rotating shaft of the rubber-tyred train 200, that is, the wheels of the rubber-tyred train 200 can correctly execute the train turning angle given by the rescue vehicle 100. If so, it is confirmed that the rubber-tyred train 200 meets the rescue conditions. If not, the circuit signals or controls of the rubber-tyred train 200 and the rescue vehicle 100 are adjusted until the rescue vehicle 100 can accurately control the steering of each rotating shaft of the rubber-tyred train 200.

[0050] According to an embodiment of the present invention, the formation train is further provided with a second sensor. Confirming that the rescue vehicle 100 can accurately control the steering of each rotating shaft of the rubber-tyred train 200 includes: Controlling the rescue vehicle 100 to send steering signals to each formation train; Determining that the rescue vehicle 100 receives the steering feedback signals sent by each second sensor within a third set time. The steering feedback signal is a signal sent when the second sensor detects that the formation train triggers a steering instruction after receiving the steering signal.

[0051] In this embodiment, the formation train is further provided with a second sensor. The second sensor is used to detect whether the formation train triggers a corresponding signal instruction to the rotating shaft after receiving the steering signal. When judging whether the rescue vehicle 100 can accurately control the steering of each rotating shaft of the rubber-tyred train 200, the full-axis steering control system of the rescue vehicle 100 sends a steering signal to the rubber-tyred train 200. Accordingly, the rubber-tyred train 200 sends a steering instruction after receiving the steering signal. The steering instruction can be used to control the steering of the rotating shaft of the formation train. After the second sensor detects the steering instruction, it sends a steering feedback signal, which is then received by the full-axis steering control system. The operator can know the time and specific situation of the signal feedback through the full-axis steering control system, and draw a conclusion on whether the requirement of accurate steering control can be met.

[0052] If the time between the full-axis steering control system of the rescue vehicle 100 sending a steering signal to the rubber-tyred train 200 and the full-axis steering control system receiving the steering feedback signal sent by the first sensor meets the second set time, it proves that the rescue vehicle 100 and the rubber-tyred train 200 can meet the requirement of accurate steering control.

[0053] Such as Figure 2As shown, according to an embodiment of the present invention, the rubber-tired train 200 further includes a single-axis steering execution system. The single-axis steering execution system is connected to each front rotating shaft and each rear rotating shaft. Before the rescue vehicle 100 sends a steering signal to each formation train, confirming that the rescue vehicle 100 can accurately control the steering of each rotating shaft of the rubber-tired train 200 further includes: Confirm that the single-axis steering execution system fails, and control the rescue vehicle 100 to provide a boost hydraulic source for the corresponding rotating shaft.

[0054] In this embodiment, the rubber-tired train 200 performs independent hydraulic control on each rotating shaft through the single-axis steering execution system. The single-axis steering execution system is mainly composed of a valve body and pipelines. Through the cooperation of the valve body and pipelines, hydraulic steering assistance is provided for each rotating shaft. During the connection process between the rescue vehicle 100 and the rubber-tired train 200, in addition to connecting the couplers of the two, the hydraulic supply system of the rescue vehicle 100 can also be connected to the hydraulic system interface of the rubber-tired train 200, so that when the single-axis steering execution system of the rubber-tired train 200 fails, the boost hydraulic source of the corresponding rotating shaft of the rubber-tired train 200 is switched from being provided by its own single-axis steering execution system to being provided by the rescue vehicle 100.

[0055] The single-axis steering execution system also has an oil supply pipeline and an oil return pipeline. The inlets of the hydraulic pipelines of each rotating shaft are sequentially connected through the oil supply pipeline, and the outlets of the hydraulic pipelines of each rotating shaft are sequentially connected through the oil return pipeline. A hydraulic system interface is provided at the ends of the oil supply pipeline and the oil return pipeline, and the hydraulic supply system of the rescue vehicle 100 is connected to the hydraulic system interface, thereby realizing the conduction of the hydraulic oil circuit of each rotating shaft.

[0056] When judging whether the rescue vehicle 100 can accurately control the steering of each rotating shaft of the rubber-tired train 200, first judge whether the single-axis steering execution system fails, that is, whether the hydraulic pipelines flowing through each shaft are unobstructed. If there is no failure, there is no need to connect the hydraulic supply system of the rescue vehicle 100. If there is a failure, connect the hydraulic supply system of the rescue vehicle 100 to provide hydraulic supply for the corresponding faulty rotating shaft, ensuring that the rubber-tired train 200 can be steered under the control of the rescue vehicle 100 in terms of hardware.

[0057] According to an embodiment of the present invention, the rubber-tired train 200 is also provided with a high-voltage power supply line, a low-voltage power supply line, a vehicle logic control line, and an air pipeline. Testing the rubber-tired train 200 through the rescue vehicle 100 and confirming that the rescue conditions are met include: Connect the rescue vehicle 100 to at least one of the high-voltage power supply line, the low-voltage power supply line, the vehicle logic control line, and the air pipeline.

[0058] In this embodiment, during the connection process between the rescue vehicle 100 and the rubber-tired train 200, in addition to connecting the couplers of the two, the high-voltage power supply system of the rescue vehicle 100 can also be connected to the high-voltage power supply line interface of the rubber-tired train 200, so that when a failure occurs in the high-voltage power supply of the rubber-tired train 200, the power supply for the high-voltage power supply of the rubber-tired train 200 can be switched from its own high-voltage power supply to that provided by the rescue vehicle 100, ensuring the power supply of the rubber-tired train 200 during the rescue process.

[0059] The low-voltage power supply system of the rescue vehicle 100 can also be connected to the low-voltage power supply line interface of the rubber-tired train 200, so that when a failure occurs in the low-voltage power supply of the rubber-tired train 200, the power supply for the low-voltage power supply of the rubber-tired train 200 can be switched from its own low-voltage power supply to that provided by the rescue vehicle 100, ensuring the power supply of the rubber-tired train 200 during the rescue process.

[0060] The logic control system of the rescue vehicle 100 can also be connected to the vehicle logic control line interface of the rubber-tired train 200, so that when a failure occurs in the vehicle logic control of the rubber-tired train 200, the vehicle logic control of the rubber-tired train 200 can be switched from its own vehicle logic control to that controlled by the rescue vehicle 100, ensuring the logical control operation of the rubber-tired train 200 during the rescue process.

[0061] The air supply system of the rescue vehicle 100 can also be connected to the air pipeline interface of the rubber-tired train 200, so that when a failure occurs in the ventilation of the rubber-tired train 200, the ventilation of the rubber-tired train 200 can be switched from its own air supply to that provided by the rescue vehicle 100, ensuring the ventilation requirements of the rubber-tired train 200 during the rescue process.

[0062] Connect the high-voltage power supply line, low-voltage power supply line, vehicle logic control line, and air pipeline of the rescue vehicle 100 to the rubber-tired train 200 to ensure reliable electrical and mechanical connections. After the rescue vehicle 100 supplies power and air to the rubber-tired train 200, the rubber-tired train 200 can be placed in the rescue mode.

[0063] In this embodiment, the rescue vehicle 100 provides the capabilities of traction, braking, and unified rescue of all-axle control, and all information during the rescue process is correspondingly displayed in the integrated monitoring module.

[0064] According to an embodiment of the present invention, controlling the rescue vehicle 100 to tow the rubber-tired train 200 to move along the rescue trajectory includes: Establish a direct basic coupling relationship for the articulation point, where the articulation point is the connection position between adjacent formation trains; Based on the direct basic coupling relationship of the articulation point, control the rescue vehicle 100 to tow the rubber-tired train 200 to move along the rescue trajectory.

[0065] In this embodiment, when the rescue vehicle 100 tow the rubber-tyred train 200 to move along the rescue track, a tracing control method is adopted. First, a direct basic coupling relationship of the articulation points is established. The articulation points are the connection positions between adjacent formation trains. Then, based on the direct basic coupling relationship of the articulation points, the rescue vehicle 100 is controlled to tow the rubber-tyred train 200 to move along the rescue track.

[0066] As Figure 3 shown, according to an embodiment of the present invention, establishing the direct basic coupling relationship of the articulation points includes: Based on the distance between the articulation point and the steering control point of the rear rotating shaft of the previous formation train, the heading angle of the rear rotating shaft of the previous formation train, the distance between the articulation point and the steering control point of the front rotating shaft of the next formation train, the heading angle of the front rotating shaft of the next formation train, and the deflection angle of the next formation train relative to the previous formation train, a basic coupling relationship is established; Performing trigonometric transformation on the basic coupling relationship to obtain the direct basic coupling relationship of the articulation points.

[0067] In this embodiment, the multi-formation rubber-tyred train is geometrically segmented. The tracing control method of the present invention gives a weak coupling relationship within each geometric segment, based on the collinearity of the instantaneous centers of velocity, to reduce the disordered state of each rotating shaft during the operation of the rubber-tyred train. Taking the N-formation train as an example, there are N-1 articulation points and two head and tail shafts, and a total of N-1+2=N+1 geometric regions are planned to be divided.

[0068] Taking the Mth articulation point as an example, the length from the front steering control point of point M to point M is L m and the heading angle is δ m ; the length from the rear steering control point of point M to point M is L m+1 and the heading angle is δ m+1 ; the deflection angle of the two articulation points is θ m , and the basic coupling relationship is established as shown in the figure. According to the trigonometric transformation, we can get: ; ; According to the above, the direct basic coupling relationship of the articulation points can be established to reduce the free variables.

[0069] The proposed PID tracing control method can be directly used in different combination regions.

[0070] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements for some of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the various embodiments of the present invention.

Claims

1. A rescue method for a rubber-tired train, characterized in that, The rubber-tired train includes a plurality of coupled train sets connected in sequence. Each train set is provided with a front rotating shaft and a rear rotating shaft that are parallel to each other and arranged in sequence along the driving direction. The rescue method of the rubber-tired train includes: Connect the rescue vehicle to the first train set, where the first train set is the train set located at the head of the rubber-tired train; Test the rubber-tired train through the rescue vehicle, confirm that the rescue conditions are met, and control the rubber-tired train to execute the rescue mode; Control the rubber-tired train to execute the following and tracing mode, where the corner information of the rubber-tired train in the following and tracing mode is provided by the rescue vehicle; Start the rescue vehicle and control the rescue vehicle to tow the rubber-tired train to move along the rescue track.

2. The rescue method of the rubber-tired train according to claim 1, wherein The controlling the rubber-tired train to execute the following and tracing mode includes: Control the front axle of the first train set to execute the following and tracing mode, where the corner information of the front rotating shaft of the first train set in the following and tracing mode is provided by the full-axle steering control system of the rescue vehicle.

3. The rescue method of the rubber-tired train according to claim 1, characterized in that, The testing the rubber-tired train through the rescue vehicle and confirming that the rescue conditions are met includes: Confirm that the rescue vehicle and the rubber-tired train can synchronously apply and release the brakes.

4. The rescue method of the rubber-tyred train according to claim 3, characterized in that The train set is also provided with a first sensor. The confirming that the rescue vehicle and the rubber-tired train can synchronously apply and release the brakes includes: Control the rescue vehicle to send a braking signal to each train set; Determine that the rescue vehicle receives the braking feedback signals sent by each first sensor within a first set time. The braking feedback signal is the signal sent when the first sensor detects that the train set has received the braking signal and triggers a braking instruction; Control the rescue vehicle to send a brake release signal to each train set; Determine that the rescue vehicle receives the brake release feedback signals sent by each first sensor within a second set time. The brake release feedback signal is the signal sent when the first sensor detects that the train set has received the brake release signal and triggers a brake release instruction.

5. The rescue method of the rubber-tired train according to claim 1, wherein The testing the rubber-tired train through the rescue vehicle and confirming that the rescue conditions are met includes: Confirm that the rescue vehicle can accurately control the steering of each rotating shaft of the rubber-tired train.

6. The rescue method of the rubber-tired train according to claim 5, wherein The train set is also provided with a second sensor. The confirming that the rescue vehicle can accurately control the steering of each rotating shaft of the rubber-tired train includes: Control the rescue vehicle to send a steering signal to each train set; Determine that the rescue vehicle receives the steering feedback signals sent by each second sensor within a third set time. The steering feedback signal is the signal sent when the second sensor detects that the train set has received the steering signal and triggers a steering instruction.

7. The rescue method of the rubber-tired train according to claim 6, characterized in that The rubber-tired train also includes a single-axle steering execution system, which is connected to each front rotating shaft and each rear rotating shaft. Before controlling the rescue vehicle to send a steering signal to each train set, the confirming that the rescue vehicle can accurately control the steering of each rotating shaft of the rubber-tired train further includes: Confirm the failure of the uniaxial steering execution system and control the rescue vehicle to provide a hydraulic power source for the corresponding rotating shaft.

8. The rescue method of the rubber-tired train according to any one of claims 1 to 7, characterized in that, The rubber-tired train is also provided with a high-voltage power supply line, a low-voltage power supply line, a vehicle logic control line, and an air pipeline. Testing the rubber-tired train by the rescue vehicle and confirming that the rescue conditions are met include: Connect the rescue vehicle to at least one of the high-voltage power supply line, the low-voltage power supply line, the vehicle logic control line, and the air pipeline.

9. The rescue method of the rubber-tired train according to any one of claims 1 to 7, characterized in that, The control of the rescue vehicle to tow the rubber-tired train to move along the rescue trajectory includes: Establish a direct basic coupling relationship for the articulation point, where the articulation point is the connection position between adjacent formation trains; Based on the direct basic coupling relationship of the articulation point, control the rescue vehicle to tow the rubber-tired train to move along the rescue trajectory.

10. The rescue method of the rubber-tyred train according to claim 9, characterized in that, The establishment of the direct basic coupling relationship for the articulation point includes: Based on the distance between the articulation point and the steering control point of the rear rotating shaft of the previous formation train, the heading angle of the rear rotating shaft of the previous formation train, the distance between the articulation point and the steering control point of the front rotating shaft of the next formation train, the heading angle of the front rotating shaft of the next formation train, and the deflection angle of the next formation train relative to the previous formation train, establish a basic coupling relationship; Perform trigonometric transformation on the basic coupling relationship to obtain the direct basic coupling relationship of the articulation point.

11. A rescue vehicle for a rubber-tired train, characterized in that, A rescue method for the rubber-tired train according to any one of claims 1 to 10, wherein the rescue vehicle of the rubber-tired train includes a vehicle body and a braking control system, a full-axis steering control system, a ventilation system, a high-voltage power supply system, a low-voltage power supply system, and a hydraulic supply system mounted on the vehicle body; The braking control system is used to apply and release brakes on the vehicle body and the rubber-tired train; The full-axis steering control system is used to control the angle output of each rotating shaft of the rubber-tired train. The ventilation system is used to provide air supply for the rubber-tired train; The high-voltage power supply system is used to provide a high-voltage control power source for the rubber-tired train; The low-voltage power supply system is used to provide a low-voltage control power source for the rubber-tired train; The hydraulic supply system is used to provide hydraulic steering assistance for the faulty rotating shaft of the rubber-tired train.

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