Railway vehicle reconnection rescue operation method

Abstract

The invention provides an operation method for reconnection rescue of a railway vehicle, which comprises the following steps of: establishing a train-level network by the vehicle through a specially added WTB gateway, transmitting instructions and state feedback information between two trains, and realizing traction and braking control on the two trains in the operation process in a main vehicle cab through traction and braking instructions transmitted by the network. Two trains are considered as one train, traction and braking force between the trains is rationalized to the maximum extent, the speed limit of the trains is improved, due to the fact that the method is only applied to reconnection operation under the rescue condition, besides traction braking instructions, other function control, such as pantograph lifting and door closing, of a slave train is independently controlled by a driver of the slave train; the vehicle can be operated through any cab of the main vehicle cab, and particularly under the working condition that the rescued vehicle is in front of the rescuing vehicle and the rescuing vehicle is pushed behind the rescuing vehicle, the rescuing vehicle cab is in the coupling end cab, and the vehicle is controlled to be pushed forwards.

Description

Technical Field

[0001] The present invention belongs to the technical field of rail vehicle manufacturing, and in particular relates to an operating method for rail vehicle reconnection and rescue. Background Art

[0002] When a rail vehicle is unable to drive on its own due to a fault, another intact electric passenger car is usually used as a rescue vehicle to push the rescue vehicle behind it. The current rescue design is limited to connecting to the broadcast system and conducting driver's cab intercoms. The rescue vehicle controls the most basic operations such as applying and releasing the parking brake of the rescued vehicle. The traction and braking functions of the rescued vehicle cannot be controlled from the driver's cab of the rescue vehicle, and the rescued vehicle can only be pushed by the traction system of the rescue vehicle itself. During braking, only the brakes of the rescue vehicle are effective, the braking distance is long, and the vehicle speed limit is low. The driver's cab of the rescue vehicle cannot intuitively know the status of the rescued vehicle and its systems. Summary of the Invention

[0003] The purpose of the present invention is to improve the efficiency of rescue and the level of intelligence in the rescue process. On the basis of the original ordinary rescue mode, the function of reconnection rescue is added to make full use of the functions of the rescued vehicle that are still intact. When certain conditions are met, the vehicle enters the reconnection rescue operation mode.

[0004] To achieve the above-mentioned object, the present invention provides an operating method for rail vehicle reconnection rescue. Under rescue conditions, the vehicle performs a coupling operation to mechanically and electrically connect the couplers of the rescue vehicle and the rescued vehicle. At this time, the electric coupler connector is connected, and the vehicle system displays an electric coupler connection signal. The specific operating method includes:

[0005] Under the working condition that the rescue vehicle pushes the rescued vehicle, after the two trains are coupled, the rescue vehicle activates the driver's cab at the coupling end and turns the "recoupling master" switch to the "on" position, becoming the master control marshaling. The rescued vehicle activates the driver's cab at the non-coupling end and does not operate the recoupling master switch, becoming the slave control marshaling. After operating the master vehicle's "recoupling master" switch, the master vehicle's recoupling relay is energized, and the emergency brake loops of the two trains are nested with each other, and each re-establishes a new emergency brake loop;

[0006] The vehicle's TCMS system uses WTB for reconnection. After the WTB network is connected, the reconnection mode is determined. The specific judgment logic includes:

[0007] a) When the number of coupled marshaling groups is greater than 2, no re-coupling is performed;

[0008] b) When the number of coupled marshaling units = 2, further judgment is made according to the following conditions:

[0009] 1) When only one driver key is activated, in normal rescue mode, control commands are not transmitted across the marshaling, but the status information of the two marshalings can be monitored;

[0010] 2) When two marshaling groups each have one driver key activated, further judgment is made based on the following conditions:

[0011] (1) Both marshaling units have the "reconnection master" hard line = 1, which is an abnormal state and the traction is blocked;

[0012] (2) Both marshaling groups have the "reconnect master" hard line = 0, which means that the master control group is not set and the traction is blocked;

[0013] (3) One marshaling set has a "reconnection master" hard line = 1, and the other marshaling set has a "reconnection master" hard line = 0, and enters the reconnection rescue mode. The marshaling set with "reconnection master" = 1 is the master control marshaling set, and the marshaling set with "reconnection master" = 0 is the slave control marshaling set. The slave control marshaling set executes the traction brake control command output by the driver's cab controller activated by the master control marshaling set;

[0014] The master control marshaling sends traction instructions and traction levels, braking instructions and braking levels to the slave control marshaling through the WTB bus. The slave control marshaling performs traction and braking control according to the instructions of the master control marshaling. The traction and braking control logic of the master control marshaling is the same as that of the single marshaling.

[0015] Furthermore, the operating method also includes: under the re-coupled rescue condition, the rescue vehicle is empty and the rescued vehicle is fully loaded with passengers, the rescue vehicle is in good function, the braking system of the rescued vehicle may be cut off due to a fault, the network functions of the rescue vehicle and the rescued vehicle are normal, the rescue vehicle can know the number of carriages of the rescued vehicle that have lost braking function based on the status of the braking system of the rescued vehicle transmitted from the network, the rescue vehicle braking system controller adjusts the braking system speed limit according to the actual working conditions, and when the two trains are in the re-coupled rescue state, the rescued vehicle does not apply holding brakes, and the rescue vehicle applies holding brakes of 80% of the vehicle's maximum commonly used braking force to ensure that the vehicle does not slip on the maximum slope of the line.

[0016] Furthermore, the operating method also includes: when it is known that the number of cars of the rescued vehicle that have lost braking function is 1, the rescue vehicle brake system controller adjusts the speed limit to 110km / h; when it is known that the number of cars of the rescued vehicle that have lost braking function is 2, the rescue vehicle brake system controller adjusts the speed limit to 105km / h; when it is known that the number of cars of the rescued vehicle that have lost braking function is 3, the rescue vehicle brake system controller adjusts the speed limit to 100km / h; when it is known that the number of cars of the rescued vehicle that have lost braking function is 4, the rescue vehicle brake system controller adjusts the speed limit to 90km / h; when it is known that the number of cars of the rescued vehicle that have lost braking function is 5, the rescue vehicle brake system controller adjusts the speed limit to 85km / h; when it is known that the number of cars of the rescued vehicle that have lost braking function is 6, the rescue vehicle brake system controller adjusts the speed limit to 75km / h.

[0017] Furthermore, the operating method also includes: the main control group executes the alert function, and the slave control group does not execute the alert function; when there is only one driver key activated, the driver's cab activation end executes the alert function.

[0018] Furthermore, the operating method further includes:

[0019] When the trains are in the reconnected rescue state, each train's network collects the state of its own train, and then transmits it between the two trains through the network to generate the conditions for traction blockade. Each train group performs traction blockade control based on the two marshaling states, specifically including:

[0020] 1) Both marshaling groups have "reconnection master" hard line = 1;

[0021] 2) Both marshaling groups have "reconnection slave" hard line = 1;

[0022] 3) Both marshaling groups have "reconnect master" hard line = 0 and "reconnect slave" hard line = 0;

[0023] 4) Two marshaling traction system directional failures;

[0024] 5) The doors of both marshaling trains are not fully closed, and the master control train has no "door bypass" signal;

[0025] 6) The parking brakes of the two train sets are not released, and the main control train set has no "parking brake release bypass" signal;

[0026] 7) After the master marshaling group issues a traction command, the two marshaling groups still cannot release all brakes within 5 seconds;

[0027] 8) The train's total air duct pressure low hard-line signal is at a low level, and the main control marshaling unit has no "total air pressure bypass" signal;

[0028] 9) When the train speed is greater than 5 km / h, it is detected that the train brake is not relieved under non-braking conditions;

[0029] 10) When the train speed exceeds 120km / h, traction is blocked, and when the speed exceeds 125km / h, maximum service braking is applied until the speed drops below 120km / h, at which time the maximum service braking is released.

[0030] 11) A multiplexed train should not exceed the speed limit of the braking system, nor should it exceed the speed limit set manually for multiplexed operation. The lowest speed limit under the current status shall be implemented.

[0031] The vehicles form a train-level network through a specially added WTB gateway to transmit instructions and status feedback information between the two trains. The traction and braking instructions transmitted through the network realize traction and braking control of the two trains during operation in the driver's cab of the main vehicle, and consider the two trains as one train, to maximize the traction and braking force between the vehicles and increase the vehicle speed limit. Because it is only used for reconnected operation in rescue situations, in addition to traction and braking instructions, other functional controls of the slave vehicle, such as raising and lowering the pantograph and closing the door, are controlled solely by the slave vehicle driver.

[0032] The vehicle can be operated through any driver's cab of the main vehicle, especially when the rescued vehicle is in front and the rescue vehicle is pushing it from the back. The rescue vehicle's cab is at the coupling end, controlling the vehicle to push forward. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 This is a flow chart of the reconnection operation method;

[0034] Figure 2 Enter the reconnection interface for the HMI interface. DETAILED DESCRIPTION

[0035] The technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0036] The specific embodiments of the present invention are as follows: Figure 1 and Figure 2 First, perform the coupling operation. Before coupling, operate the HMI interface to put the vehicle into coupling mode, control the speed during the coupling process, and make mechanical and electrical connections of the coupler. After the vehicle is coupled according to the coupling operation, the vehicle's electric coupler connector will be connected. The specific electric coupler connection signals are shown in Table 1:

[0037]

[0038]

[0039] Table 1

[0040] After the two trains are coupled, the rescue vehicle activates the driver's cab at the coupling end and turns the "recoupling master" switch to the "on" position, becoming the master control marshaling. The rescue vehicle activates the driver's cab at the non-coupling end and does not operate the "recoupling master" switch, becoming the slave control marshaling. After operating the master vehicle's "recoupling master" switch, the master vehicle's recoupling relay is energized, and the emergency brake loops of the two trains are nested in each other (each is a prerequisite), and each re-establishes a new emergency brake loop.

[0041] To achieve the above-mentioned reconnection and rescue functions, the vehicle's TCMS system uses WTB for reconnection; a train-level network is built through the WTB gateway to enable the transmission of important information from various vehicle systems between the two trains.

[0042] After the WTB network is connected, the reconnection mode can be judged. The specific judgment logic includes:

[0043] a) When the number of coupled marshaling groups is greater than 2, no re-coupling is performed;

[0044] b) When the number of coupled trains = 2, further judgment is made according to the following conditions:

[0045] 1) When only one driver key is activated, in normal rescue mode, control commands are not transmitted across the marshaling, but the status information of the two marshalings can be monitored;

[0046] 2) When two marshaling groups each have one driver key activated, further judgment is made based on the following conditions:

[0047] (1) Both marshaling units have the "reconnection master" hard line = 1, which is an abnormal state and the traction is blocked;

[0048] (2) Both marshaling groups have the "reconnect master" hard line = 0, which means that the master control group is not set and the traction is blocked;

[0049] (3) One marshaling set has a "reconnection master" hard line = 1, and the other marshaling set has a "reconnection master" hard line = 0, and enters the reconnection rescue mode. The marshaling set with "reconnection master" = 1 is the master control marshaling set, and the marshaling set with "reconnection master" = 0 is the slave control marshaling set. The slave control marshaling set executes the traction brake control command output by the driver's cab controller activated by the master control marshaling set;

[0050] The master control marshaling sends traction instructions and traction levels, braking instructions and braking levels to the slave control marshaling through the WTB bus. The slave control marshaling performs traction and braking control according to the instructions of the master control marshaling. The traction and braking control logic of the master control marshaling is the same as that of the single marshaling.

[0051] Because of the re-coupling operation under rescue conditions, both the rescue vehicle and the rescued vehicle will have drivers, so the coordinated control of air conditioning, lighting, auxiliary power supply, door and other systems are not involved. The hard-wired circuits do not need to be connected across trains. The driver of this train controls this vehicle by activating the driver's cab, reducing a large number of hard-wired circuits connecting between trains.

[0052] In order to realize the rescue method with the rescued vehicle in front and the rescue vehicle behind, it is chosen to keep the original loop of the train unchanged instead of merging the two trains into a large loop. Because the emergency brake must be applied in a total of four driver's cabs on the rescue vehicle and the rescued vehicle, the emergency braking loops of the two trains are prerequisites for each other. By operating the "reconnection master" switch, the two emergency loops of the slave control and master control formations are established one after another.

[0053] Parking brake control, vehicle traction direction (forward, backward), and driver's cab broadcast intercom are directly connected through hard lines, allowing the driver's cab of the master train to control the slave train.

[0054] The driver activates the driver's cab control controller in the rescue vehicle, and the traction braking instructions and level information are transmitted across the vehicle to the rescued vehicle through the network system, thereby synchronously controlling the traction braking systems of the rescue vehicle and the rescued vehicle.

[0055] In this embodiment, a further operating method further includes: under the reconnection rescue condition, the status of the vehicle is shown in Table 2 below:

[0056]

[0057] Table 2

[0058] In a reconnected rescue scenario, the rescue vehicle is empty, the rescued vehicle is fully loaded, the rescue vehicle is fully functional, the rescued vehicle's brake system may be faulty, and the network functions of both the rescue and rescued vehicles are normal (reconnected rescue mode is only entered under this scenario). The rescue vehicle can determine the number of vehicles on the rescued vehicle with lost braking function (from 1 to 6) based on the braking system status of the rescued vehicle transmitted over the network. The rescue vehicle's brake system controller adjusts the brake system speed limit based on the operating conditions (see Table 3). In the reconnected rescue state, the rescued vehicle does not apply the holding brake, while the rescue vehicle applies a holding brake at 80% of the vehicle's maximum operating braking force to prevent the vehicle from rolling on the route's steepest slope, ensuring safe operation.

[0059]

[0060] Table 3

[0061] In this embodiment, a further operating method also includes: the main control group executes the alert function, and the slave control group does not execute the alert function; when only one driver key is activated, the driver's cab activation end executes the alert function.

[0062] In this embodiment, a further operation method further includes: when the vehicles are in the reconnection rescue state, each train network collects the status of its own vehicle, and then transmits the information between the two trains through the network to generate a traction blockade condition. Each set of vehicles performs traction blockade control based on the two marshaling states, specifically including:

[0063] 1) Both marshaling groups have "reconnection master" hard line = 1;

[0064] 2) Both marshaling groups have "reconnection slave" hard line = 1;

[0065] 3) Both marshaling groups have "reconnect master" hard line = 0 and "reconnect slave" hard line = 0;

[0066] 4) Two marshaling traction system directional failures;

[0067] 5) The doors of both marshaling trains are not fully closed, and the master control train has no "door bypass" signal;

[0068] 6) The parking brakes of the two train sets are not released, and the main control train set has no "parking brake release bypass" signal;

[0069] 7) After the master marshaling group issues a traction command, the two marshaling groups still cannot release all brakes within 5 seconds;

[0070] 8) The train's total air duct pressure low hard-line signal is at a low level, and the main control marshaling unit has no "total air pressure bypass" signal;

[0071] 9) When the train speed is greater than 5 km / h, it is detected that the train brake is not relieved under non-braking conditions;

[0072] 10) When the train speed exceeds 120km / h, traction is blocked, and when the speed exceeds 125km / h, maximum service braking is applied until the speed drops below 120km / h, at which time the maximum service braking is released.

[0073] Further explanation is needed: The speed limit for reconnection rescue is 30km / h (determined according to actual operational requirements).

[0074] 11) A multiplexed train should not exceed the speed limit of the braking system, nor should it exceed the speed limit set manually for multiplexed operation. The lowest speed limit under the current status shall be implemented.

[0075] The above description, summarized in Table 4, shows the connection between the hardwire and the network, the transmission of the system status on the network, and the situations in which different functional groups are controlled by different vehicles or are still controlled by the vehicle itself when the vehicle is in the reconnected operation state.

[0076]

[0077]

[0078] Table 4

[0079] When the above conditions are met, the vehicle enters the reconnection rescue mode. After the network system function is established and the circuit is established, the driver's cab activates the driver's cab operating controller handle in the master control car, outputs traction braking instructions and level information, and sends them to the master control car and the slave control car through the network. Without triggering the traction blockade and under the condition that the emergency braking loop is established, the vehicle can move and start reconnection operation under rescue conditions.

[0080] After the two vehicles are reconnected, the following functions can be achieved:

[0081] (1) Emergency brake control (interconnected by hard wiring)

[0082] (2) Monitoring of the parking brake status of two vehicles (using hard wiring to connect the relay status of the secondary vehicle in series with the primary vehicle loop)

[0083] (3) Parking brake application and release control (using hard wiring to connect the secondary vehicle relay status in series with the primary vehicle loop)

[0084] (4) Broadcast control (via hardwire)

[0085] (5) Network connection (network interconnection through WTB level)

[0086] (6) Determination of reconnection mode (hard-wire circuit connection, WTB network implementation determination)

[0087] The traction and braking control principle of the two trains is that the main control marshaling (the marshaling occupied by the driver's cab) sends the traction instructions and traction level, braking instructions and braking level to the slave control marshaling through the WTB bus. The slave control marshaling performs traction and braking control according to the instructions of the main control marshaling. The traction and braking control logic of the main control marshaling is the same as the control method of the single marshaling.

[0088] The following is a list of cross-group network transmission signals after reconnection:

[0089]

[0090]

[0091]

Claims

1. A method for rail vehicle reconnection rescue operation, wherein under rescue conditions, the vehicle performs a coupling operation to mechanically and electrically connect the coupler of the rescue vehicle and the rescued vehicle. At this time, the electric coupler is connected and the vehicle system displays an electric coupler connection signal, characterized in that: The specific operation methods include: Under the working condition that the rescue vehicle pushes the rescued vehicle to carry out rescue, after the two trains are coupled, the rescue vehicle activates the driver's cab at the coupling end and turns the "recoupling master" switch to the "on" position, becoming the master control marshaling. The rescued vehicle activates the driver's cab at the non-coupling end and does not operate the "recoupling master" switch, becoming the slave control marshaling. After operating the "recoupling master" switch of the master vehicle, the master vehicle's recoupling relay is energized, and the emergency brake loops of the two trains are nested with each other, and each re-establishes a new emergency brake loop; The vehicle's TCMS system uses WTB for reconnection. After the WTB network is connected, the reconnection mode is determined. The specific judgment logic includes: a) When the number of coupled marshaling groups is greater than 2, no recoupling is performed; b) When the number of coupled marshaling units = 2, further judgment is made according to the following conditions: 1) When only one driver key is activated, in normal rescue mode, control commands are not transmitted across the marshaling, but the status information of the two marshalings can be monitored; 2) When two marshaling groups each have one driver key activated, further judgment is made based on the following conditions: (1) Both marshaling units have the "reconnection master" hard line = 1, which is an abnormal state and the traction is blocked; (2) Both marshaling groups have the "Reconnect Master" hard line = 0, which means that the master control group is not set and the traction is blocked; (3) One marshaling set has its "Reconnection Master" hard line = 1, and the other marshaling set has its "Reconnection Master" hard line = 0, entering the reconnection rescue mode. The marshaling set with "Reconnection Master" = 1 is the master marshaling set, and the marshaling set with "Reconnection Master" = 0 is the slave marshaling set. The slave marshaling set executes the traction brake control command activated by the driver's cab controller of the master marshaling set. The master control marshaling sends traction instructions and traction levels, braking instructions and braking levels to the slave control marshaling through the WTB bus. The slave control marshaling performs traction and braking control according to the instructions of the master control marshaling. The traction and braking control logic of the master control marshaling is the same as that of the single marshaling.

2. The method for rail vehicle reconnection and rescue according to claim 1, characterized in that: The run method also includes: Under the reconnected rescue condition, the rescue vehicle is empty and the rescued vehicle is fully loaded. The rescue vehicle is in good condition and the braking system of the rescued vehicle may be cut off due to a fault. The network functions of the rescue vehicle and the rescued vehicle are normal. The rescue vehicle can know the number of cars of the rescued vehicle that have lost braking function based on the status of the braking system of the rescued vehicle transmitted from the network. The rescue vehicle's braking system controller adjusts the braking system speed limit according to the actual working conditions. When the two trains are in the reconnected rescue state, the rescued vehicle does not apply the holding brake, and the rescue vehicle applies 80% of the vehicle's maximum common brake as a holding brake to ensure that the vehicle does not slip on the maximum slope of the line.

3. The method for rail vehicle reconnection and rescue according to claim 2, characterized in that: The operating method also includes: when it is known that the number of cars of the rescued vehicle that has lost the braking function is 1, the rescue vehicle brake system controller adjusts the speed limit to 110km / h; when it is known that the number of cars of the rescued vehicle that has lost the braking function is 2, the rescue vehicle brake system controller adjusts the speed limit to 105km / h; when it is known that the number of cars of the rescued vehicle that has lost the braking function is 3, the rescue vehicle brake system controller adjusts the speed limit to 100km / h; when it is known that the number of cars of the rescued vehicle that has lost the braking function is 4, the rescue vehicle brake system controller adjusts the speed limit to 90km / h; when it is known that the number of cars of the rescued vehicle that has lost the braking function is 5, the rescue vehicle brake system controller adjusts the speed limit to 85km / h; when it is known that the number of cars of the rescued vehicle that has lost the braking function is 6, the rescue vehicle brake system controller adjusts the speed limit to 75km / h.

4. The method for rail vehicle reconnection and rescue according to claim 1, characterized in that: The operation method also includes: the main control group executes the alert function, and the slave control group does not execute the alert function; when there is only one driver key activated, the driver's cab activation end executes the alert function.

5. The rail vehicle reconnection rescue operation method according to claim 1, characterized in that: The run method also includes: When the trains are in the reconnected rescue state, each train's network collects the state of its own train, and then transmits it between the two trains through the network to generate the conditions for traction blockade. Each train group performs traction blockade control based on the two marshaling states, specifically including: 1) Both marshaling groups have "reconnection master" hard line = 1; 2) Both marshaling groups have "reconnected from" hard line = 1; 3) Both marshaling groups have "Reconnect Master" hard line = 0 and "Reconnect Slave" hard line = 0; 4) Two marshaling traction system directional failures; 5) The doors of both marshaling trains are not fully closed, and the master control train has no "door bypass" signal; 6) The parking brakes of the two train sets are not released, and the main control train set has no "parking brake release bypass" signal; 7) After the master marshaling group issues a traction command, the two marshaling groups still cannot release all brakes within 5 seconds; 8) The train's total air duct pressure low hard-line signal is at a low level, and the main control marshaling unit has no "total air pressure bypass" signal; 9) When the train speed is greater than 5 km / h, it is detected that the train brake is not relieved under non-braking conditions; 10) When the train speed exceeds 120km / h, traction is blocked, and when the speed exceeds 125km / h, maximum service braking is applied until the speed drops below 120km / h, at which time the maximum service braking is released. 11) A multiplexed train should not exceed the speed limit of the braking system, nor should it exceed the speed limit set manually for multiplexed operation. The lowest speed limit under the current status shall be implemented.

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