Selection end control system of monorail train and train

Abstract

The utility model discloses a selected end control system of a monorail train. The selected end control system comprises a train integrity module VI M and a coupler sensor which are arranged in each train, the vehicle integrity module VI < M > of each vehicle in the train is in rigid line connection with the coupler sensor CP of the vehicle; the vehicle integrity module VI < M > of the own vehicle is connected with the vehicle integrity modules VI < M > of the other vehicles in the train through a TMS network and a hard line, and is used for acquiring coupler state signals of the other vehicles of the train through a hard line signal and a TMS network signal respectively; the vehicle integrity module VI M judges an enabling end selection function according to a coupler state signal; the vehicle integrity module VI M is connected with the user control module, and the user control module is used for inputting a selected end control signal of a user. Redundant signals are adopted to obtain the coupler signals, so that accurate obtaining of the coupler signals is achieved, whether the coupler signals are abnormal or not is judged through obtaining of the redundant signals, and the accuracy and reliability of the signals in the end selection control process are improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to the field of track vehicle selection end control, especially relates to a monorail train selection end control system and train. BACKGROUND

[0002] The monorail train is generally formed by a plurality of vehicles, each vehicle has a complete control system, and the trains are connected by couplers to interact and control each other. Since each train has complete control function, the head vehicle is usually selected as the master control end after the trains are connected to form a train set, and the vehicle control system of the head vehicle is used to monitor and coordinate control the vehicles and the whole train set, and the other vehicles are in sleep or as auxiliary control system to realize the control of the whole train set. For example, a marshalling train turn-back end changing method and train control system with the patent application number 202110757114.0, which realizes the turn-back end changing of the marshalling train through information interaction between the front and rear vehicles, and ensures the safety of the turn-back end changing when the rear vehicle is in the braking state.

[0003] However, during the selection end process, the coupler sensor of the standby vehicle needs to be in an untriggered state, and once it is in a triggered state, the vehicle control system cannot be selected as the master control. This is done to improve the reliability and safety of the selection end.

[0004] However, when using the train integrity module to obtain the coupler state, the coupler of the vehicle can be directly connected to obtain it, and the stability is good, but the collection of the coupler state of the remote end, i.e. other vehicles, generally uses network signals for transmission. However, network signals may cause the train integrity module VIM to fail to receive the coupler connection state of other vehicles due to interference or other reasons, resulting in the train being unable to select the end, and ultimately causing the train to fail to move. In addition, if the train coupler sensor CP fails to trigger or remains in a triggered state, it will also cause the selection end to fail. UTILITY MODEL CONTENTS

[0005] The utility model aims at overcoming the defects of the prior art, providing a selection end control system and train for monorail trains, which uses redundant signals to obtain coupler signals, thereby realizing accurate acquisition of coupler signals, and judges whether the coupler signals are abnormal through redundant signal acquisition, improving the accuracy and reliability of signals in the selection end control process.

[0006] In order to achieve the above object, the utility model discloses technical scheme for: a single rail train's end control system, including the train integrity module VIM and the car coupler sensor that are arranged in each vehicle, the control system still includes user control module, and the vehicle integrity module VIM of each vehicle in the train is hard -wired connection with the car coupler sensor CP of the car, and the vehicle integrity module VIM of the car is connected with the vehicle integrity module VIM of the rest of the vehicle in the train through TMS network and hard -wired, is used to obtain the car coupler state signal of the rest of the vehicle in the train through hard -wired signal and TMS network signal respectively,

[0007] The vehicle integrity module VIM judges to enable the end function according to the car coupler state signal, the vehicle integrity module VIM is connected with user control module, and the user control module is used to enter the end control signal of user.

[0008] The user control module includes vehicle control system and control console, the control console is connected with vehicle control system, and the vehicle control system is connected to the vehicle integrity module VIM.

[0009] The control system further includes a comparator module, the train integrity module VIM is connected with the comparator module, and the input end of the comparator module is respectively inputted the car coupler state signal of the rest of the vehicle through TMS network and the car coupler state signal transferred through hard -wired.

[0010] The output end of the train integrity module VIM is connected to the on -vehicle alarm.

[0011] The car coupler sensor CP in each vehicle in the train and the train integrity module VIM of the car are provided with a hitch switch.

[0012] An APM train, the APM train includes the end control system.

[0013] The utility model has the advantages that redundant signals are used to obtain car coupler signals, so that the accurate acquisition of car coupler signals is realized, and whether the car coupler signal is abnormal is judged through redundant signal acquisition, so that the accuracy and reliability of signals in the end control process are improved. BRIEF DESCRIPTION OF DRAWINGS

[0014] The contents expressed by each figure in the specification of the application and the marks in the figure are briefly explained as follows:

[0015] Figure 1 It is the connection structure schematic diagram of the control system of the utility model. DETAILED DESCRIPTION

[0016] The specific embodiments of the application are further explained in detail by comparing the drawings and describing the optimal embodiment.

[0017] A necessary condition for the single-track train to select the end is that the coupler sensor (CP) of the two-end train is not triggered, the current coupler coupling sensor state is hard-wired communication with the local train integrity module (VIM), and the remote train integrity module is communicated through network signals (TMS). Network communication has the defect of interference, because of network failure, the train integrity module (VIM) cannot receive the coupling state of the remote coupler (CP), thereby the end cannot be selected, and the vehicle cannot be moved. In view of this defect, the present scheme adopts a double-redundant signal communication mode to improve the accuracy and reliability of receiving the coupler sensor CP signal. In order to further reduce the problem of being unable to select the end caused by the continuous output of the coupling signal of the coupler sensor failure, a coupling switch K1 is connected in series at the output end of each coupler sensor, which is used to directly disconnect the connection after the coupler sensor fails. The specific scheme is as follows:

[0018] As shown in Figure 1 A single-track train end selection control system, comprising a train integrity module VIM and a coupler sensor and a user control module arranged in each vehicle, the vehicle integrity module VIM of each vehicle in the train is hard-wired connected with the coupler sensor CP of the vehicle; the vehicle integrity module VIM of the vehicle is connected with the vehicle integrity module VIM of the remaining vehicles in the train through TMS network and hard-wire, for acquiring the coupler state signal of the other vehicles in the train through hard-wire signal and TMS network signal respectively;

[0019] The vehicle integrity module VIM determines to enable the end selection function according to the coupler state signal; the vehicle integrity module VIM is connected with the user control module, and the user control module is used to input the user's end selection control signal, so as to realize the end selection control.

[0020] The user control module includes a vehicle control system and a console, the console is connected with the vehicle control system, and the vehicle control system is connected to the vehicle integrity module VIM. The console includes but is not limited to touch screen, button, gear and other control devices, the control signal is input to the vehicle control system through these control devices, and then forwarded to the vehicle integrity module VIM by the control system.

[0021] When the end selection needs to be performed, the car coupler sensor of each vehicle in the train collects the car coupler coupling state signal of the vehicle itself and transmits the signal to each other through the TMS network and the hard-wired signal. Generally, the signal is transmitted to the train integrity module VIM at the head car or the tail car. The train integrity module VIM judges whether to activate the start coupling function according to the received car coupler sensor coupling state. If the start coupling function is activated, the car itself is selected as the master control end according to the end selection signal sent by the user control module. Otherwise, if no control signal of the end selection confirmation of the user control module is received, the vehicle is not the master control vehicle. The user only needs to input the control information on the control console of the vehicle at the corresponding head car or tail car to realize the end selection.

[0022] In a preferred embodiment, the control system further comprises a comparator module, the train integrity module VIM is connected with the comparator module, and the input end of the comparator module inputs the car coupler state signal of the remaining vehicles obtained through the TMS network and the car coupler state signal transmitted through the hard-wired signal. The input end of the comparator module inputs the car coupler coupling signal sent through the TMS network and the car coupler coupling signal sent through the hard-wired signal. The comparator module compares the same signal transmitted through the TMS network and the hard-wired signal by the same car coupler sensor. If the two signals are different, it is judged that one of the transmission processes has a fault. If the two signals are the same, the reliability of the signal is ensured. When the two signals are the same, the comparator module triggers the train integrity module VIM to start the end selection work, and then realizes the end selection of the vehicle according to the user control signal. When the two signals are different, the user can send a corresponding alarm signal to remind the user of the problem of the car coupler sensor signal transmission at this time. The comparator module includes but is not limited to a comparator signal and a digital processing chip DSP, which mainly realizes the comparison and judgment of data. When the same CP signal is transmitted through two communication modes and different signals are received, it is judged that the signal receiving is abnormal. At this time, the train control personnel can be reminded by the vehicle alarm. That is, the output end of the train integrity module VIM is connected to the vehicle alarm to send an alarm signal. The vehicle alarm can be a display screen, a touch screen, an alarm lamp and other components on the control console of the train vehicle to realize the alarm.

[0023] In the embodiment, a coupling switch K1 is connected in series between the car coupler sensor CP and the train integrity module VIM of the vehicle. If it is detected that the car coupler sensor CP has a fault or continuously outputs the coupling signal due to the fault, the coupling switch K1 can be used to realize the disconnection operation, so as to avoid the defect that the vehicle cannot be selected and cannot be moved due to the sensor CP fault.

[0024] The embodiment also provides an APM train, which comprises all the features of the end selection control system in the above embodiment.

[0025] In the embodiment, the remote coupler coupling state is transmitted through TMS network communication and hard-wire communication, so as to avoid the situation that the train cannot move due to network failure; the coupling switch is added between the coupler sensor and the train integrity module (VIM) through hard-wire, so as to isolate the error signal when the coupler sensor fails, and to move the train in emergency. Thus, the reliability and stability of train operation are improved, and the train punctuality rate is improved. The hard-wire communication remote coupler coupling state is sent only when the hard-wire signal and the network signal are lost at the same time, so as to avoid the situation that the train cannot move due to network failure, and any received signal can be used for terminal selection control, and the signal loss fault can be uploaded to remind the user that the sensor CP signal is received at this time, but only one way is available, and the train maintenance personnel are reminded to repair in time. The coupling switch is added between the coupler sensor and the train integrity module (VIM) through hard-wire, so as to isolate the error signal when the coupler sensor fails, and to move the train in emergency.

[0026] In one preferred scheme of the embodiment, the train integrity module VIM is used for manual terminal selection control when the train integrity module VIM controls the terminal selection. Many APM vehicles support automatic driving in the prior art, so the automatic terminal selection can also be supported when the terminal is selected. In this way, the ATC systems of each vehicle in the train are connected together, and each ATC system is connected to each train integrity module VIM, so that the ATC system can automatically obtain the related signals to achieve the purpose of automatic terminal selection control.

[0027] Obviously, the specific implementation of the present application is not limited to the above-mentioned manner, and various non-essential improvements made by adopting the method concept and technical scheme of the present application are within the protection scope of the present application.

Claims

1. A monorail train end selection control system, comprising a train integrity module (VIM) and a coupler sensor provided in each vehicle; characterized in that: The control system also includes a user control module, wherein the vehicle integrity module (VIM) of each vehicle in the train is hard-wired to the coupler sensor (CP) of the vehicle; the vehicle integrity module (VIM) of the vehicle itself is connected to the vehicle integrity modules (VIM) of the other vehicles in the train via the TMS network and hard wires, and is used to obtain coupler status signals of other vehicles in the train via hard wire signals and TMS network signals respectively; The vehicle integrity module VIM determines whether to enable the end selection function according to the coupler status signal; the vehicle integrity module VIM is connected to the user control module, and the user control module is used to input the user's end selection control signal.

2. The monorail train end selection control system according to claim 1, characterized in that: The user control module includes a vehicle control system and a console, wherein the console is connected to the vehicle control system, and the vehicle control system is connected to a vehicle integrity module VIM.

3. The end selection control system for a monorail train according to claim 1, characterized in that: The control system further includes a comparator module, the train integrity module VIM is connected to the comparator module, and the input end of the comparator module respectively inputs the coupler status signals of the remaining vehicles obtained through the TMS network and the coupler status signal transmitted through the hard line.

4. A monorail train end selection control system according to any one of claims 1 to 3, characterized in that: The output end of the train integrity module VIM is connected to the on-board alarm.

5. The monorail train end selection control system according to any one of claims 1 to 3, characterized in that: A coupling switch is connected in series between the coupler sensor CP in each vehicle of the train and the train integrity module VIM of the vehicle itself.

6. An APM train, characterized by: The APM train includes the end selection control system as described in any one of claims 1-5.

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