CONTROL METHOD FOR SUPPORTING DYNAMIC COUPLING AND UNCOUPLING OF TRAIN

Abstract

The disclosure relates to a control method for supporting dynamic coupling and uncoupling of a train, including steps of: step A, acquiring stored coupling status information during an initialization phase; step B, loading an off-line configuration of a corresponding composition according to the stored coupling status; step C, collecting three sets of input signals related to the coupling; step D, determining whether a train coupling status is proper according to the collected signals, then turning to step E if yes and turning to step F if no; step E, determining whether a current coupling status is consistent with the off-line configuration used in the step B, then performing step H if yes and performing step G if no; step F, requesting emergency braking, and reporting an alarming error; step G, requesting emergency braking, re-writing coupling status information with codes after determining that the train is stationary, and then turning to the step A for re-initialization. Compared with the prior art, the disclosure has advantages of high security, high reliability, and high degree of automation etc.

Claims

1. A control method for supporting dynamic coupling and uncoupling of a train, comprising steps of: step A, acquiring stored coupling status information during an initialization phase; step B, loading an off-line configuration of a corresponding composition according to the stored coupling status; step C, collecting three sets of input signals related to the coupling; step D, determining whether a train coupling status is proper according to the collected signals, then turning to step E if yes and turning to step F if no; step E, determining whether a current coupling status is consistent with the off-line configuration used in the step B, then performing step H if yes and performing step G if no; step F, requesting emergency braking, and reporting an alarming error; step G, requesting emergency braking, re-writing coupling status information with codes after determining that the train is stationary, and then turning to the step A for re-initialization; step H, performing other functions of the signal system.

2. The method according to claim 1, wherein the coupling status information stored in the step A is encoded; assuming that xindicates a non-encoded coupling status, and the encoding format used is as follows:
X.sub.H=x
X.sub.L=r.sub.kx+B.sub.x wherein r.sub.kxis a k-bit left shift operation of x; B.sub.x is a pre-assigned signature of a variable of x; X.sub.H is an encoding high value of original information x; X.sub.L is an encoding low value of the original information x; X.sub.H and X.sub.L form encoded information of the original information x; after the coupling information is read from a storage device, a verification is required for the correctness of the information with a verification algorithm as below:
Bcheck.sub.x=r.sub.kx+X.sub.LB.sub.x if Bcheck.sub.xis equal to 0, it means that the verification is successful; if Bcheck.sub.x 1 is not equal to 0, it means that the verification is failed, and the initialization fails and the program will exit.

3. The method according to claim 1, wherein the off-line configuration in the step B comprises an uncoupling configuration, a coupling configuration of driver's cab 1, and a coupling configuration of driver's cab 2.

4. The method according to claim 1, wherein the three sets of input signals in the step C are Train not coupled (ANS), Driver's cab 1 coupled (ACS 1), and Driver's cab 2 coupled (ACS2), for ensuring that true coupling statuses of the train are accurately reflected.

5. The method according to claim 1, wherein the determining whether the train coupling status is proper according to the collected signals in the step D has a determination logic shown in a table as below, wherein combinations 2, 3, and 5 are proper, and the rest are improper: TABLE-US-00003 Three Collected Sets of Train Combination Coupling Signals No. ANS ACS1 ACS2 Coupling Status 1 0 0 0 Improper 2 0 0 1 Driver's cab 2 Coupled 3 0 1 0 Driver's cab 1 Coupled 4 0 1 1 Improper 5 1 0 0 Not Coupled 6 1 0 1 Improper 7 1 1 0 Improper 8 1 1 1 Improper

6. The method according to claim 1, wherein the method supports defining four coupling statuses, and an on-board controller may store on-line coupling status information with security coding and pre-store three sets of off-line configurations while collecting three sets of hard-wired input signals from the train in real time and performing corresponding controls.

7. The method according to claim 6, wherein the four coupling statuses comprise: Train not coupled, Driver's cab 1 of the train coupled, Driver's cab 2 coupled, and an improper coupling.

8. The method according to claim 6, wherein for the storage of on-line coupling status information with security coding, the storage device supports on-line reading and writing; the stored coupling status information is security-encoded, and the verification is required for the correctness of the encoded information when the information is read to ensure the security of the system.

9. The method according to claim 6, wherein for the storage of the three sets of off-line configurations, FLASH on a board is selected for a storage medium, and the off-line configuration comprises information such as a corresponding train length, a distance from a transponder antenna to an end of the train, and a traction braking characteristic of the train under different composition statuses.

10. The method according to claim 6, wherein the on-board signal system collects three sets of hard-wired signal inputs from the train in real time, comprising a signal indicating that the train is not coupled, a signal indicating that the driver's cab 1 is coupled, and a signal indicating that the driver's cab 2 is coupled.

Description

DESCRIPTION OF DRAWINGS

[0032] FIG. 1 is a view of the structure of the disclosure;

[0033] FIG. 2 is a flow chart showing operation of the disclosure.

DESCRIPTION OF EMBODIMENTS

[0034] The technical solutions in the embodiments of the present invention will be clearly and completely described hereafter in connection with the drawings in the embodiments of the present invention. It is apparent that the described embodiments are only a part of the embodiments of the present invention, but not the whole. Based on the embodiments of the present invention, all the other embodiments obtained by those of ordinary skill in the art without inventive effort are within the scope of the present invention.

[0035] As shown in FIG. 1, a structure of an on-board controller supporting dynamic coupling and uncoupling of a train includes a storage device storing train coupling status information, a medium FLASH storing three on-line data, and a CPU performing on-board signaling functions.

[0036] As shown in FIG. 2, a flow chart showing operation of the disclosure is illustrated, which is specifically described as below:

[0037] step A, acquiring stored coupling status information during an initialization phase;

[0038] step B, loading an off-line configuration of a corresponding composition according to the stored coupling status;

[0039] step C, through interfacing with the train, collecting three sets of input signals related to the coupling;

[0040] step D, determining whether a train coupling status is proper according to the collected signals, then turning to step E if yes and turning to step F if no;

[0041] step E, determining whether a current coupling status is consistent with the off-line configuration used in the step B, then performing step H if yes and performing step G if no;

[0042] step F, requesting emergency braking, and reporting an alarming error;

[0043] step G, requesting emergency braking, re-writing coupling status information with codes after determining that the train is stationary, and then turning to the step A for re-initialization;

[0044] step H, performing other functions of the signal system;

[0045] The above steps further include the following characteristics:

[0046] For the step A, the coupling information stored in the step A is encoded; assuming that xindicates a non-encoded coupling status, and the encoding format used is as follows:

X.sub.H=x

X.sub.L=r.sub.kx+B.sub.x

wherein r.sub.kxis a k-bit left shift operation of x; B.sub.x is a pre-assigned signature of a variable x. after the coupling information is read from a storage device, a verification is required for the correctness of the information with a verification algorithm as below:

Bcheck.sub.x=r.sub.kx+X.sub.LB.sub.x

if Bcheck.sub.xis equal to 0, it means that the verification is successful; if Bcheck.sub.x 1 is not equal to 0, it means that the verification is failed, and the initialization fails and the program will exit.

[0047] For the step B, the possible off-line configuration in the train composition may have three kinds, including an uncoupling configuration, a coupling configuration of driver's cab 1, and a coupling configuration of driver's cab 2.

[0048] For the step C, the three sets of input signals have to be provided separately by the train using different relays, and the three sets of inputs represent, respectively, Train not coupled (ANS), Driver's cab 1 coupled (ACS1), and Driver's cab 2 coupled (ACS2), for ensuring that true coupling statuses of the train are accurately reflected.

[0049] For the step D, the determining whether the train coupling status is proper according to the collected signals in the step D has a determination logic shown in a table as below:

TABLE-US-00002 Three Collected Sets of Train Combination Coupling Signals No. ANS ACS1 ACS2 Coupling Status 1 0 0 0 Improper 2 0 0 1 Driver's cab 2 Coupled 3 0 1 0 Driver's cab 1 Coupled 4 0 1 1 Improper 5 1 0 0 Not Coupled 6 1 0 1 Improper 7 1 1 0 Improper 8 1 1 1 Improper

[0050] The disclosure has been successfully applied to the signal system provided by CASCO Signal Co., Ltd. for the LRT project in Addis Ababa, Ethiopia.

[0051] What is mentioned above is only the specific implementation of the present invention, but does not limit the protection scope of the present invention, and anyone skilled in the art may easily think of mortifications and alternations within the technical scope disclosed by the present invention, all of which should be contained within the protection scope of the present invention. Therefore, the scope of the present invention should be determined by the scope of the claims.