A method for switching between automatic driving and manual driving of a freight train

Abstract

The method for switching between automatic driving and manual driving of freight trains of the present invention is realized by a unified control system model of automatic driving and manual driving, the model includes a control layer, a relay layer, and an execution layer, the control layer includes a manual driving control layer and an automatic driving control layer, which share the relay layer and the execution layer; the manual driving control layer includes a driver controller and a brake controller, and the automatic driving control layer includes a driver controller simulation interface and a brake controller simulation interface; the automatic driving device collects the states of the driver controller joystick and the brake controller joystick, and adopts different switching processes according to the type of driving mode switching through the driver controller simulation interface and the brake controller simulation interface integrated with the driver controller and the brake controller. The technical advantages of the present invention: through the design of the driver controller simulation interface and the brake controller simulation interface, it can ensure the maximum effective connection and disturbance-free switching between automatic driving and manual driving.

Description

Technical Field

[0001] The present invention relates to the technical field of automatic driving of freight trains, and in particular to switching between automatic driving and manual driving of freight trains. Background Art

[0002] Switching between automatic driving and manual driving is one of the key technologies of the automatic driving system of freight trains. The difficulty of switching between automatic driving and manual driving is to ensure the safety and smoothness of the switching process under various working conditions, and to avoid train speeding, impulse, etc. due to switching.

[0003] The existing EMU ATO system mainly realizes the switching between automatic driving and manual driving by collecting the status of the relevant control handles on the driving platform and interfacing with the ATP system, train traction and braking system. The process of switching from manual driving to automatic driving: After the EMU ATO system determines that the train has the conditions for automatic driving through relevant collected status and interface communication, the EMU ATO system prompts the driver to confirm and controls the train to switch from manual driving to automatic driving. The process of switching from automatic driving to manual driving: The EMU ATO system follows the principle of "manual driving first". Once it detects that the relevant control handles on the driving platform leave the specified position, such as the traction handle leaves the "0" position or the brake handle leaves the "run" position, it immediately exits the automatic driving and switches to manual driving. In other cases, such as abnormalities in the EMU ATO system and failure of the train-related systems to meet the requirements of automatic driving, the EMU ATO system automatically exits the automatic driving and prompts the driver to drive manually.

[0004] The existing locomotive ATO system driving mode switching technology is mainly used in conjunction with high-power Harmony model locomotives based on network control. The switching technology is similar to that of EMU ATO, except that when switching from automatic driving to manual driving, the locomotive operating condition is added as one of the switching conditions: the switching can be executed immediately under traction conditions; and delayed switching measures are taken under braking conditions.

[0005] At present, there is no technology related to switching between automatic driving and manual driving of diesel locomotives and traditional electric locomotives, and there is no switching technology for interfacing with the JZ-7 air brake of diesel locomotives and the DK-1 electro-pneumatic brake of electric locomotives.

[0006] The existing EMU ATO system driving mode switching technology can meet the switching requirements by only following the "manual priority" principle, because the EMU has good braking and traction performance and light load weight. However, this technology is not suitable for the switching of freight train driving modes. The existing locomotive ATO system driving mode switching technology cannot be applied to diesel locomotives or traditional electric locomotives. In addition, the switching technology is closely coupled with the locomotive braking and traction system interface, with two-way constraints and unclear interfaces. It only takes a single measure of delayed switching under braking conditions, which cannot well meet the locomotive ATO system driving mode switching needs including diesel locomotives and traditional electric locomotives. Summary of the invention

[0007] The purpose of the present invention is to provide a method for switching between automatic driving and manual driving of a freight train, so as to realize two-way disturbance-free switching between automatic driving and manual driving during train operation, and ensure that the freight train can be safely and smoothly put into or exit automatic driving at any time.

[0008] The present invention provides a method for switching between automatic driving and manual driving of a freight train. The switching method is implemented by a unified control system model of automatic driving and manual driving. The unified control system model includes a control layer, a relay layer, and an execution layer. The control layer includes a manual driving control layer and an automatic driving control layer, which share a relay layer and an execution layer. The manual driving control layer includes a driver controller and a brake controller, and the automatic driving control layer includes a driver controller simulation interface and a brake controller simulation interface. The automatic driving device collects the states of a driver controller joystick and a brake controller joystick, and uses the driver controller simulation interface and the brake controller simulation interface integrated with the driver controller and the brake controller to adopt different switching processes according to the type of driving mode switching to realize mutual switching between automatic driving and manual driving. The types of driving mode switching include function switching and smooth switching. The switching process of the function switching has no effect on the safety and stability of the train operation, while the switching process of the smooth switching has a potential effect on the safety and stability of the train operation.

[0009] Furthermore, the switch from automatic driving to manual driving of the train under traction or braking conditions is a smooth switch, and a smooth switching process is adopted; the switch between automatic driving and manual driving of the train under parking or coasting conditions is a functional switch, and when the switching conditions are met, the driving mode switch is implemented immediately; the switch from manual driving to automatic driving of the train under traction or braking conditions is restricted.

[0010] Furthermore, the driver controller analog interface includes a contact output analog interface and a voltage output analog interface; the brake controller analog interface includes a network control analog interface, a circuit control analog interface and a gas circuit control analog interface.

[0011] The technical advantages of the present invention are as follows: the present invention can ensure the maximum effective connection and disturbance-free switching between automatic driving and manual driving through the design of the driver controller simulation interface and the brake controller simulation interface; different types of driver controller simulation interfaces and brake controller simulation interfaces enable the switching method of the present invention to be compatible with locomotives of different types and models; the switching method of the present invention, through a smooth switching process, ensures safe and smooth train operation during the switching process under various working conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] In order to more clearly illustrate the embodiments of the present invention, the figures required for use in the embodiments will be briefly introduced below. Obviously, the figures described below are only some embodiments of the present invention. For ordinary technicians in this field, other figures can be obtained based on these figures without paying creative work.

[0013] Figure 1 A schematic diagram of a unified control system model for autonomous driving and manual driving;

[0014] Figure 2 Output analog interface and connection diagram for the autonomous driving contact;

[0015] Figure 3 It is the analog interface and connection diagram of the voltage output of the autonomous driving;

[0016] Figure 4 This is a schematic diagram of the simulation interface of the autonomous driving brake controller (network control);

[0017] Figure 5 This is a schematic diagram of the analog interface of the automatic driving brake controller (circuit control);

[0018] Figure 6 This is a schematic diagram of the analog interface of the automatic driving brake controller (air circuit control);

[0019] Figure 7 This is a schematic diagram of the working state transition of the autonomous driving equipment. DETAILED DESCRIPTION

[0020] The following will be combined with the figures of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work belong to the protection scope of the present invention.

[0021] In order to achieve disturbance-free switching between autonomous driving and manual driving, it is first necessary to establish a unified control system model for autonomous driving and manual driving and realize the integrated design of the control systems for the two driving modes.

[0022] The control system of manual locomotive driving can be decomposed into three levels: "control-relay-execution". The control layer is responsible for receiving the driver's driving control intentions and converting them into control instructions that can be recognized by the train traction and braking systems to achieve human-machine conversion. The relay layer is responsible for transmitting the driving control instructions to the train traction and braking systems, and ensuring the restriction and coordination of different control instructions through control circuits. The execution layer is the implementation component of the control instructions, which is directly connected to the action parts of the train traction and braking systems to achieve the drive and control of traction and braking.

[0023] The control system of the locomotive automatic driving adopts the same model as the control system of manual driving, that is, the control system of the automatic driving is also divided into three levels: "control-relay-execution", in which the control layer is designed according to the control requirements of the automatic driving, and the relay layer and the execution layer directly use the relay and execution parts of the locomotive manual driving control system. The control layer receives the control instructions of the automatic driving main control unit, converts the control instructions through the interface adaptation technology according to the type and model of the locomotive, and connects to the relay layer to realize the integrated design of the control system of automatic driving and manual driving. Figure 1 Schematic diagram of a unified control system model for autonomous driving and manual driving.

[0024] The control layer of the control system for manual locomotive driving includes the driver controller and the brake controller. The driver controller is used for locomotive running direction control, traction control and electric brake control; the brake controller is used for air brake control, including the "big gate" of the whole train brake control and the "small gate" of the locomotive single brake control. There are certain differences in the operation mode of the driver controller for different types and models of locomotives, but the control principle is basically the same, usually controlling the switch output through electrical contacts and adjusting the analog output through potentiometers. The control mode of the brake controller varies according to the brake machine used. At present, there are three main types of control modes for main locomotives: one is the brake controller equipped with JZ-7 air brake machine, and the big gate and the small gate are directly controlled by air valves; the second is the brake controller equipped with DK-1 electro-pneumatic brake machine, the big gate adopts the electric node to control the electro-pneumatic valve, and the small gate adopts the air valve to directly control the air circuit; the third is the brake controller equipped with CCB II brake machine, the big gate and the small gate adopt the network control mode, and the electronic brake valve (EBV) is connected to the locomotive control network (TCMS) to indirectly control the air circuit.

[0025] When designing the control layer of the control system for automatic locomotive driving, the types and working principles of the above-mentioned driver controller and brake controller can be imitated to form a driver controller simulation interface and a brake controller simulation interface for automatic locomotive driving.

[0026] The driver controller analog interface includes a contact output analog interface and a voltage output analog interface, and the interface definition is the same as that of the driver controller of the manual driving control layer. The driver controller analog interface is connected to the driver controller wiring circuit through electrical isolation, and expands the driver controller speed control handle contact closure table and the speed control handle potentiometer voltage output interface. The driver controller analog interface is jointly controlled by the driver controller control handle (including the reversing handle and the speed control handle) and the automatic driving main control unit. Only when the interlocking conditions of the driver controller control handle are met (such as the reversing handle is in the "front" position, the speed control handle is in the "zero" position, etc.), and the automatic driving main control unit outputs the "ATO valid" signal, that is, the working state of the automatic driving equipment is in the "running" state, the driver controller analog interface can connect to the locomotive control power supply and play a control role.

[0027] (1) Contact output analog interface

[0028] According to one embodiment of the present invention, for a TSK9 driver controller applicable to DF4 and DF7 series diesel locomotives, the driver controller speed control handle contact closure table is expanded to form an automatic driving contact output analog interface and connection, such as Figure 2 shown.

[0029] (2) Voltage output analog interface

[0030] According to one embodiment of the present invention, for a TK31 driver controller suitable for SS9 series electric locomotives, the driver controller speed control handle potentiometer voltage output interface is expanded to form an automatic driving voltage output analog interface and connection, such as Figure 3 shown.

[0031] According to different braking control methods, the brake controller analog interface is divided into three types: network control analog interface, circuit control analog interface and air circuit control analog interface. The brake controller analog interface uses a corresponding isolation method to ensure that the analog interface does not affect the original control performance and safety performance of the locomotive braking system. Similar to the driver controller analog interface, the brake controller analog interface is jointly controlled by the brake controller operating handle (including the automatic brake handle and the separate brake handle) and the automatic driving main control unit. Only when the interlocking conditions of the brake controller operating handle are met (such as the automatic brake handle and the separate brake handle are in the "operation" position, etc.), and the automatic driving main control unit outputs the "ATO valid" signal, that is, the working state of the automatic driving equipment is in the "operation" state, the brake controller analog interface can connect to the locomotive control power supply and play a control role.

[0032] (1) Network control analog interface

[0033] According to one embodiment of the present invention, a network control simulation interface is designed by taking the CCB II brake applicable to the HXD3C electric locomotive as an example. The network control simulation interface is designed according to the requirements of the linear replaceable unit (LRU) of the locomotive network, and is connected to the CCB II brake control network with a unified interface communication standard. The function of the network control simulation interface is designed according to a functional subset of the CCB II brake electronic brake valve (EBV), which can simulate the EBV handle position signal and output network control instructions to the electro-pneumatic control unit (EPCU), thereby realizing automatic braking, individual braking and relief functions in the automatic driving mode. The network control simulation interface is as follows: Figure 4 shown.

[0034] (2) Circuit control analog interface

[0035] According to one embodiment of the present invention, a circuit control simulation interface is designed by taking the DK-1 electro-pneumatic brake applicable to the SS9 electric locomotive as an example. According to the braking control requirements of the automatic driving device, the control instructions corresponding to the electro-pneumatic brake controller joystick are selected. For the DK-1 electro-pneumatic brake, the corresponding control instructions include: overcharge, operation, neutral, and braking. The automatic driving device expands the corresponding control instruction closure table according to the electro-pneumatic brake controller contact closure table, and accesses the locomotive control circuit through the interface relay node set in the automatic driving device, and implements the control of the interface relay according to the expanded control instruction closure table. The circuit control simulation interface is as follows: Figure 5 shown.

[0036] (3) Gas circuit control analog interface

[0037] According to one embodiment of the present invention, taking the JZ-7 air brake machine suitable for DF4 and other types of diesel locomotives as an example, an air circuit control simulation interface is designed. According to the braking control requirements of the automatic driving equipment, the control instructions corresponding to the air automatic brake valve handle are selected. For the JZ-7 air brake machine, the corresponding control instructions include: overcharging, operation, braking, and excessive pressure reduction. The automatic driving equipment selects the main air cylinder pipe and the balancing air cylinder pipe according to the air automatic brake valve air pipeline to lead out through the air three-way pipe fitting. If necessary, the air one-way check valve can be used to isolate the air circuit control simulation interface from the original air brake machine control air circuit. The automatic driving equipment controls the inflation, exhaust and pressure maintenance of the balancing air cylinder by adding a brake electro-pneumatic valve and a relief electro-pneumatic valve, and realizes air brake control of the train by monitoring the balancing air cylinder pressure. The air circuit control simulation interface is as follows: Figure 6 shown.

[0038] The design of the above-mentioned driver controller simulation interface and brake controller simulation interface sharing the relay layer and execution layer with the locomotive manual driving can ensure the maximum effective connection and disturbance-free switching between automatic driving and manual driving; the three types of brake controller simulation interfaces enable the driving mode switching method of the present invention to be compatible and run on locomotives of different types and models.

[0039] The method for switching between automatic driving and manual driving of a freight train of the present invention is realized through the above-mentioned unified control system model of automatic driving and manual driving. Specifically, the automatic driving equipment collects the states of the driver controller joystick and the brake controller joystick, and through the driver controller simulation interface and the brake controller simulation interface integrated with the driver controller and the brake controller, according to the driving mode switching process, realizes the switching between automatic driving and manual driving under the principle of "manual priority".

[0040] The switching of driving modes can be divided into manual driving (hereinafter referred to as "MM") to automatic driving (hereinafter referred to as "AM") (hereinafter referred to as "MM / AM") and automatic driving to manual driving (hereinafter referred to as "AM / MM") according to the switching direction; according to the running state of the train at the time of switching, it can be divided into switching in the parking state and switching in the moving state; according to the running condition of the train at the time of switching, it can be divided into switching in the traction condition, switching in the idling condition and switching in the braking condition. The typical switching scenarios formed by the above switching types are shown in Table 1.

[0041] In addition to completing the mutual conversion between the driver's operation and the automatic driving equipment's operation, the switching of driving modes must also ensure that the train runs safely and smoothly during the switching process in various switching scenarios. Especially for the AM / MM switching, the train may have been in non-steady-state operation before the switching, and the driver must manually intervene to change the train driving mode from AM to MM in an attempt to eliminate the unstable operation of the train or other problems during the automatic driving process. However, if the AM / MM switching process is not designed properly, it will aggravate the unstable state of train operation and even produce an unsafe state, which is not allowed, so the switching of train driving modes must solve this key problem. To this end, according to the correlation between driving mode switching and the safety and stability of train operation, the driving mode switching of freight trains is divided into functional switching and smooth switching according to its nature. Functional switching means that the switching process has no effect on the safety and stability of train operation; smooth switching means that the switching process has a potential impact on the safety and stability of train operation.

[0042] Typical switching scenarios and switching properties between autonomous driving and manual driving are shown in Table 1.

[0043] Table 1 Typical switching scenarios and switching properties between autonomous driving and manual driving

[0044]

[0045] Among them, when the train is in traction or braking conditions, according to the "manual priority" principle, MM / AM switching is restricted, but AM / MM switching is allowed. At this time, the nature of AM / MM switching is smooth switching; other switching scenarios are all functional switching.

[0046] Since the switching process of "function switching" has no impact on the safety and smoothness of train operation, the driving mode switching can be implemented immediately when the switching conditions are met; and "smooth switching" has a potential impact on the safety and smoothness of train operation, so when the switching conditions are met, a smooth switching process needs to be implemented. The smooth switching process needs to follow the "slowing down the impact" control principle and the "cross-overlapping" control process under the "manual priority" condition. In the process of switching from automatic driving to manual driving, the automatic driving equipment will, based on the smooth operation constraints, delay the execution of manual control instructions in certain situations through the driver controller simulation interface and brake controller simulation interface integrated with the driver controller and brake controller, so as to reduce or eliminate the train impulse that may occur during the process of switching from automatic driving to manual driving.

[0047] The specific contents of the smooth switching process are as follows:

[0048] When the train is in the traction condition under automatic driving, if the driver operates the driver controller to output a manual traction command, or the driver operates the driver controller or brake controller to output a manual braking command, the automatic driving equipment implements the driving mode switch according to the following situations:

[0049] (1) If the output manual traction command level is greater than the automatic driving traction command level, the automatic driving equipment cancels the "ATO valid" signal, the driver controller analog interface and the brake controller analog interface disconnect the locomotive control power supply, and the train switches to manual driving mode;

[0050] (2) If the output manual traction command level is lower than the automatic driving traction command level, the automatic driving device will quickly reduce the automatic driving traction command level under the condition of stable operation constraints. When the automatic driving traction command level is lower than the manual traction command level, the automatic driving device will cancel the "ATO valid" signal, the driver controller analog interface and the brake controller analog interface will disconnect the locomotive control power supply, and the train will switch to manual driving mode;

[0051] (3) If the output is a manual braking command, the automatic driving device will first quickly reduce the automatic driving traction command level under the constraints of stable operation until it coasts, and then gradually increase the automatic driving braking command level until the automatic driving braking command level reaches the manual braking command level. The automatic driving device will cancel the "ATO valid" signal, the driver controller analog interface and the brake controller analog interface will disconnect the locomotive control power supply, and the train will switch to manual driving mode.

[0052] When the train is in a braking condition under automatic driving, if the driver operates the driver controller to output a manual traction command, or the driver operates the driver controller or the brake controller to output a manual braking command, the automatic driving equipment implements the driving mode switch according to the following situations:

[0053] (1) If the output manual brake command level is greater than the automatic driving brake command level, the automatic driving equipment cancels the "ATO valid" signal, the driver controller analog interface and the brake controller analog interface disconnect the locomotive control power supply, and the train switches to manual driving mode;

[0054] (2) If the output manual braking command level is lower than the automatic driving braking command level, the automatic driving device will quickly reduce the automatic driving braking command level under the condition of stable operation constraints. When the automatic driving braking command level is lower than the manual braking command level, the automatic driving device will cancel the "ATO valid" signal, the driver controller analog interface and the brake controller analog interface will disconnect the locomotive control power supply, and the train will switch to manual driving mode;

[0055] (3) If the output is a manual traction command, the automatic driving device will first quickly reduce the automatic driving braking command level under the constraints of stable operation until it coasts, and then gradually increase the automatic driving traction command level until the automatic driving traction command level reaches the manual traction command level. The automatic driving device will cancel the "ATO valid" signal, the driver controller analog interface and the brake controller analog interface will disconnect the locomotive control power supply, and the train will switch to manual driving mode.

[0056] In an emergency, in order to ensure "manual priority" in the smooth switching process, the driver can interrupt the smooth switching process through the "two-step continuous" operation method of the driver controller joystick or the brake controller joystick, immediately cancel the "ATO valid" signal, and switch to manual driving mode to ensure the implementation of the "manual priority" principle.

[0057] The "two-step continuous" operation method can be designed according to the types of driver controller and brake controller. According to one embodiment of the present invention, for the aforementioned TSK9 driver controller, the driver can manipulate the speed control handle from the "0" position to the "1" position, and then return to the "0" position to achieve "two-step continuous" operation; according to another embodiment of the present invention, for the aforementioned DK-1 electro-pneumatic brake, the driver can manipulate the automatic brake handle of the electro-pneumatic brake controller from the "operation" position to the "overcharge" position, and then return to the "operation" position to achieve "two-step continuous" operation; according to another embodiment of the present invention, for the aforementioned CCB II brake, the driver can manipulate the automatic brake handle of the electronic brake valve (EBV) from the "operation" position to the "initial braking" position, and then return to the "operation" position to achieve "two-step continuous" operation.

[0058] Whether it is "functional switching" or "smooth switching", the switching between MM and AM needs to meet certain switching conditions. Whether the switching conditions are met in the present invention is reflected by the working state of the automatic driving device.

[0059] The working status of the autonomous driving equipment includes:

[0060] (1) Standby state (SB): The autonomous driving equipment is powered on and enters the standby state after self-checking.

[0061] (2) Available state (AV): The automatic driving device is connected to external related equipment normally and enters the available state after obtaining the train automatic driving related data;

[0062] (3) Ready state (RE): When the following conditions (a) to (e) are met, the system changes from the available state to the ready state;

[0063] (a) LKJ equipment allows automatic driving;

[0064] (b) The driver's control lever is in the "forward" position;

[0065] (c) The speed control handle of the driver's controller is in the "zero" position;

[0066] (d) The automatic brake handle and the separate brake handle of the brake controller are in the "operation" position;

[0067] (e) The LKJ equipment does not apply braking.

[0068] (4) Start state (ST): When the following conditions (f) and (g) are met, the state changes from the preparation state to the start state;

[0069] (f) The train receives a permission signal or the train is in motion;

[0070] (g) The automated driving device allows the driver to operate it with commands.

[0071] (5) Operating state (RU): The driver commands the autonomous driving device to operate, and the autonomous driving device changes from the start state to the operating state;

[0072] (6) Fault state (FA): When the automatic driving equipment fails and does not have all or part of the ATO functions, the state may be changed from any of the above states to the fault state.

[0073] The transition between various working states of the autonomous driving equipment is as follows: Figure 7 shown.

[0074] In the above working states, the train is in AM mode only when the automatic driving device is in the running state (RU), and the train is in MM mode in other working states. That is to say, the switching conditions for switching from MM to AM include: the automatic driving device is powered on and the self-test is normal; the automatic driving device is connected to the external related equipment normally, and the train automatic driving related data is obtained; the LKJ device allows automatic driving; the driver controller reversing handle is in the "front" position; the driver controller speed control handle is in the "zero" position; the automatic brake handle and the separate brake handle of the brake controller are in the "operation" position; the LKJ device does not apply braking; the train receives a permission signal, or the train is in motion; the driver starts the automatic driving device; the automatic driving device has no faults. When all the above switching conditions are met, switching from MM to AM is allowed; when any of the above switching conditions is not met, it remains in MM or switches from AM to MM.

[0075] By relying on the conversion of the working state of the autonomous driving equipment, the function switching or smooth switching in the six typical driving mode switching scenarios listed in Table 1 can be realized, and two unallowed switching scenarios can be restricted. The specific process is as follows:

[0076] (1) When the train is in a stopped state, the working state of the automatic driving equipment changes from "standby" to "available" to "ready" to "start" to "run", thus realizing the MM / AM switching in the stopped state; after the train stops automatically, the automatic driving equipment changes from the "running" state to the "ready" state, thus realizing the AM / MM switching after stopping.

[0077] (2) When the train is manually driven by the driver, if the train is in the coasting condition, the working status of the automatic driving equipment goes through "standby" → "available" → "ready" → "start" → "running" in sequence, realizing the MM / AM switching under the train coasting condition.

[0078] (3) When the train is manually driven by the driver, if the train is in traction or braking condition, the conditions that the speed control handle of the driver controller is in the "zero" position, the automatic brake handle of the brake controller, and the separate brake handle are in the "operation" position cannot be met at the same time. The automatic driving equipment cannot enter the "ready" state and the MM / AM switching cannot be implemented, which limits the two unallowed switching scenarios in Table 1.

[0079] (4) When a train is automatically driven by an automatic driving device, if the train is in an idling condition, when the automatic driving device loses the preparatory conditions, the working state of the automatic driving device changes from "running" to "available", realizing the AM / MM switching under the train idling condition.

[0080] (5) When the train is automatically driven by the automatic driving device, if the train is in traction or braking condition, when the automatic driving device loses the preparatory conditions, the working state of the automatic driving device changes from "running" to "available", and the AM / MM switching is implemented according to the smooth switching process.

[0081] It can be seen from the above technical scheme that the present invention can ensure the maximum effective connection and disturbance-free switching between automatic driving and manual driving through the design of the driver controller simulation interface and the brake controller simulation interface; different types of driver controller simulation interfaces and brake controller simulation interfaces enable the switching method of the present invention to be compatible with locomotives of different types and models; the switching method of the present invention, through a smooth switching process, ensures safe and smooth train operation during the switching process under various working conditions.

[0082] The above embodiments are provided to persons familiar with the art to implement or use the present invention. Personnel familiar with the art may make various modifications or changes to the above embodiments without departing from the inventive concept of the present invention, and these modifications or changes all fall within the protection scope of the present invention.

Claims

1. A method for switching between automatic driving and manual driving of a freight train, characterized in that: The switching method is implemented by a unified control system model for automatic driving and manual driving, wherein the unified control system model includes a control layer, a relay layer, and an execution layer, wherein the control layer includes a manual driving control layer and an automatic driving control layer, which share a relay layer and an execution layer; The manual driving control layer includes a driver controller and a brake controller, and the automatic driving control layer includes a driver controller simulation interface and a brake controller simulation interface; The automatic driving device acquires the states of the driver controller joystick and the brake controller joystick, and uses different switching processes according to the type of driving mode switching through the driver controller simulation interface and the brake controller simulation interface integrated with the driver controller and the brake controller, so as to realize the switching between automatic driving and manual driving. The driver controller analog interface includes a contact output analog interface and a voltage output analog interface, and the interface definition is the same as that of the driver controller of the manual driving control layer; the driver controller analog interface is connected to the driver controller wiring circuit through electrical isolation, and is jointly controlled by the driver controller joystick and the automatic driving main control unit; The brake controller analog interface includes a network control analog interface, a circuit control analog interface and a gas circuit control analog interface. Through corresponding isolation methods, it is ensured that the analog interface does not affect the original control performance and safety performance of the locomotive braking system; the brake controller analog interface is jointly controlled by the brake controller operating handle and the automatic driving main control unit; The types of driving mode switching include functional switching and smooth switching. The switching process of functional switching has no impact on the safety and stability of train operation, while the switching process of smooth switching has potential impact on the safety and stability of train operation.

2. The switching method according to claim 1, characterized in that: The switch from automatic driving to manual driving under traction or braking conditions is a smooth switch, and a smooth switch process is adopted; The switch between automatic driving and manual driving when the train is parked or coasting is a functional switch. When the switching conditions are met, the driving mode switch is immediately implemented; The train is restricted from switching from manual driving to automatic driving under traction or braking conditions.

3. The switching method according to claim 2, characterized in that: The smooth switching process is specifically as follows: When the train is in traction mode under automatic driving, if the driver issues a manual traction command or a manual braking command, the automatic driving equipment switches the driving mode according to the following situations: (1) If the output manual traction command level is greater than the automatic driving traction command level, the train will immediately switch to manual driving mode; (2) If the output manual traction command level is lower than the automatic driving traction command level, the automatic driving equipment will quickly reduce the automatic driving traction command level under the condition of stable operation constraints. When the automatic driving traction command level is lower than the manual traction command level, the train will switch to manual driving mode; (3) If the output is a manual braking command, the automatic driving device, under the condition of stable operation constraints, first quickly reduces the automatic driving traction command level until it coasts, and then gradually increases the automatic driving braking command level until the automatic driving braking command level reaches the manual braking command level, and the train switches to manual driving mode; When the train is in braking condition under automatic driving, if the driver issues a manual traction command or a manual braking command, the automatic driving equipment switches the driving mode according to the following situations: (1) If the output manual braking command level is greater than the automatic driving braking command level, the train will immediately switch to manual driving mode; (2) If the output manual braking command level is lower than the automatic driving braking command level, the automatic driving equipment shall quickly reduce the automatic driving braking command level under the condition of stable operation constraints. When the automatic driving braking command level is lower than the manual braking command level, the train shall switch to manual driving mode; (3) If the output is a manual traction command, the automatic driving device will first quickly reduce the automatic driving braking command level under the constraints of stable operation until the train coasts, and then gradually increase the automatic driving traction command level until the automatic driving traction command level reaches the manual traction command level, and the train will switch to manual driving mode.

4. The switching method according to claim 3, characterized in that: In an emergency, the driver interrupts the smooth switching process and immediately switches to manual driving mode by using the "two-step continuous" operation method of the driver controller joystick or the brake controller joystick; The "two-step continuous" control method is that the driver pushes the driver controller control handle or the brake controller control handle from an initial control position to another control position, and then returns to the initial control position.

5. The switching method according to claim 1, characterized in that: Only when the interlocking conditions of the driver controller joystick are met and the automatic driving main control unit outputs the "ATO valid" signal, the driver controller analog interface will connect to the locomotive control power supply and play a control role.

6. The switching method according to claim 5, characterized in that: The contact output analog interface is formed by expanding the contact closure table of the driver controller speed control handle; the voltage output analog interface is formed by expanding the potentiometer voltage output interface of the driver controller speed control handle.

7. The switching method according to claim 1, characterized in that: Only when the interlocking conditions of the brake controller operating handle are met and the automatic driving main control unit outputs the "ATO valid" signal, the brake controller analog interface will be connected to the locomotive control power supply to play a control role.

8. The switching method according to claim 7, characterized in that: The functions of the network control simulation interface are designed according to a functional subset of the brake electronic brake valve (EBV). It can simulate the electronic brake valve (EBV) handle position signal and output network control instructions to the electro-pneumatic control unit (EPCU) to realize automatic braking, individual braking and relief functions in the automatic driving mode.

9. The switching method according to claim 7, characterized in that: According to the contact closure table of the electro-pneumatic brake controller, the corresponding control instruction closure table is expanded, and the locomotive control circuit is connected through the interface relay node set in the automatic driving device, and the interface relay is controlled according to the expanded control instruction closure table, thereby forming the circuit control simulation interface.

10. The switching method according to claim 7, characterized in that: According to the air automatic brake valve air pipeline, the main air cylinder pipe and the balancing air cylinder pipe are selected to be led out through the air three-way pipe fitting, and the inflation, exhaust and pressure maintenance of the balancing air cylinder are controlled by adding a brake electro-pneumatic valve and a relief electro-pneumatic valve, thereby forming the air circuit control simulation interface; through the air one-way check valve, the air circuit control simulation interface is isolated from the original air brake machine control air circuit.

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